4.0 borough transport objectives

Sutton Transport Plan
London Borough of Sutton
Local Implementation Plan 2011-2014
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FOREWORD
This new Transport Plan for Sutton sets out how the council will make it easier for
people to travel around the borough and beyond, particularly by sustainable modes of
transport. The Plan forms the councils statutory Local Implementation Plan for
Transport which is required by the Mayor of London to explain how the council will
implement his policies for transport at a local level. Therefore the Plan sets out an
investment programme for the three years from 2011-2014 listing the transport
schemes that the council intends to implement over this period as well as outlining
other schemes that the council will implement as funding arises.
The council has a long history of promoting sustainable transport and was one of the
first boroughs to publish a Sustainable Transport Strategy in 1999. This paved the
way for the ground-breaking £5m Smarter Travel Sutton (STS) behavioural change
project in partnership with Transport for London. The STS project, which ran for three
years from 2006-2009, achieved great success in changing residents’ travel
behaviour from the motor car towards more sustainable modes such as cycling and
public transport. The success of the STS project has been widely recognised in the
transport planning industry, winning in many national and international awards and
attracting considerable interest within the UK and abroad.
Following the success of the STS project the council decided to ‘mainstream’ it into
its traffic and transport service and has renamed the former Transport Planning and
Network Development section ‘Smarter Travel Sutton’ and amalgamated the STS
team within it. The council has also decided to continue with the core work of the STS
project and adopt a new approach to transport infrastructure investment to ‘lock in’
the benefits. In order to do this the council has adopted a new Sustainable Transport
Policy and Action Plan called ‘Enabling Smarter Travel Choices’ which sets out how
the council intends to take forward STS through a series of ‘Integrated Transport
Packages’ focused on the borough’s town and district centres. This new integrated
and holistic approach to transport schemes will ensure the council’s limited transport
funds have maximum impact by concentrating them in one area and achieve a
significant improvement in the environment of these centres in order to encourage
people to make more local journeys using sustainable transport. These schemes will
be designed in close consultation with the local community so that there is a sense of
‘ownership’ of them and they have popular support.
The Plan also takes account of the council’s new Core Planning Strategy which sets
out the long term policies and proposals for the future development of the borough.
The location of this new development in relation to transport is crucial in ensuring that
car dependency is reduced and sustainable transport use is maximised.
The council looks forward to working with TfL and other stakeholders and residents in
implementing this Plan for a better Sutton.
Councillor Simon Wales
Executive Member for Transport
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Contents
1.0 INTRODUCTION.............................................................................................6
Purpose of the Plan ............................................................................................6
Council’s Transport Vision and Objectives ......................................................7
Summary of the council’s Transport Strategy .................................................8
How the Plan was Developed.............................................................................9
Structure of the Plan.........................................................................................10
2.0 THE BOROUGH IN CONTEXT.....................................................................11
Borough Context...............................................................................................11
Sub-Regional Context.......................................................................................16
Borough Transport Context .............................................................................20
3.0 TRANSPORT CHALLENGES AND OPPORTUNITIES ...............................31
Local Transport Challenges and Opportunities .............................................31
Sub-Regional Transport Challenges and Opportunities ...............................32
Mayoral Goals, Challenges and Outcomes.....................................................32
4.0 BOROUGH TRANSPORT OBJECTIVES.....................................................51
How the Borough Transport Objectives were Derived ..................................51
Delivering the Borough Transport Objectives................................................54
Local Policy Influences ....................................................................................55
5.0 DELIVERY PLAN .........................................................................................59
Introduction .......................................................................................................59
LIP Programme of Investment for 2011/12 – 2013/14.....................................60
Commentary on LIP Programme of Investment .............................................66
Integrated Transport Packages .......................................................................67
Non LIP-Funded Programme of Investment ...................................................76
Commentary on Non-LIP funded Programme of Investment ........................82
Risk Management .............................................................................................83
Revenue and Maintenance Funding ................................................................84
6.0 PERFORMANCE MONITORING PLAN .......................................................85
Introduction to Indicators and Targets ...........................................................85
Borough Indicators and Targets......................................................................86
Monitoring and Reporting ................................................................................90
Mayoral Indicators ............................................................................................90
Borough indicators ...........................................................................................91
Mayor’s High Level Outputs.............................................................................92
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APPENDICIES....................................................................................................94
Appendix A – List of Consultees .....................................................................94
Appendix B – List of Unfunded Transport Schemes ....................................94
Appendix C – Local and Regional Policy Influences ...................................107
Appendix D – Enabling Smarter Travel Choices ..........................................114
Appendix E – Equality Impact Assessment................................................1148
Appendix F – Strategic Environmental Assessment ...................................119
Acronyms / Abbreviations..............................................................................120
Glossary...........................................................................................................121
Mandatory Pro-formas....................................................................................123
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1.0 INTRODUCTION
Purpose of the Plan
1.1 This document is Sutton’s Transport Plan for the borough and also serves as
the second Local Implementation Plan (LIP), covering the three financial years
from 2011/12 to 2013/14. It supersedes the council’s first LIP which was
published in May 2007. The purpose of the Sutton Transport Plan (STP) is to:
i. Provide a comprehensive statement of the council’s vision and objectives
for the future of transport in the borough and how this relates to other
council strategies and priorities;
ii. Set out how the council intends to deliver the vision and objectives
through a series of schemes and interventions aimed at enabling smarter
travel choices, and how those interventions might be funded;
iii. Be the council’s transport policy document to guide development and
investment decisions and influence the implementation of transport
schemes;
iv. Demonstrate how the council will implement the Mayor’s Transport
Strategy at a local level and comply with Transport for London
requirements as set out in the LIP Guidance.
1.2 The Sutton Transport Plan sets out how the council’s transport vision and
objectives relate to the recently adopted Core Planning Strategy, the
Sustainable Transport Policy and Action Plan ‘Enabling Smarter Travel Choices’
and the One Planet Living Action Plan. These documents all demonstrate the
council’s commitment to achieving environmental sustainability and one planet
living, in which transport plays a major part. The Plan also shows how it links to
the delivery of other council strategies.
1.3 London Boroughs must prepare a LIP containing their proposals for the
implementation of the Mayor of London’s Transport Strategy (MTS) in their area
under Section 145 of the Greater London Authority (GLA) Act 1999. The second
LIP is required to set out how London Boroughs will implement the second
MTS, which was published in May 2010.
1.4 The second MTS goals for transport are:
•
•
•
•
•
Supporting economic development and population growth;
Enhancing the quality of life for all Londoners;
Improving the safety and security of all Londoners;
Improving transport opportunities for all Londoners; and
Reducing transport’s contribution to climate change and improving its
resilience.
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1.5 In order to meet the requirements set out in the ‘Guidance on Developing the
Second Local Implementation Plans’ (LIP Guidance) published by London
Councils and Transport for London (TfL) in May 2010, boroughs are required to
include a number of specific components within a LIP submission. These are:
•
An evidence-based identification of Borough Transport Objectives,
covering the period 2011-2014 and beyond, reflecting the timeframe of
the MTS;
•
A costed and funded Delivery Plan of interventions, including a
Programme of Investment covering the period 2011 to 2014, or longer
for proposed major schemes. This should be consistent with boroughs’
three-year funding allocations to be announced in 2010;
•
A Performance Monitoring Plan, identifying a set of locally specific
targets which can be used to assess whether the LIP is delivering its
objectives and to determine the effectiveness of the Delivery Plan.
1.6 The Borough Transport Objectives should provide the context for, and
determine, the Delivery Plan and the Performance Monitoring Plan.
Council’s Transport Vision and Objectives
1.7 The council’s vision for transport is:
“Transport policy and provision within the borough should contribute to
a more sustainable future, a better environment, economic prosperity,
improved quality of life and greater equality”.
1.8 The council will aim to achieve this vision through:
•
Partnership working with the community and relevant stakeholders;
•
Policy integration to ensure all council policies and programmes are
consistent with the Sutton Transport Plan;
•
More efficient use of resources – ensuring the council’s limited
resources are used most effectively to implement the Plan;
•
Increasing the proportion of journeys made by sustainable modes of
transport;
•
Reducing the need to travel through sustainable land use planning.
1.9 The transport vision closely relates to the Core Planning Strategy vision for
Sutton which is: “Creating a Sustainable Suburb in London”.
1.10 In order to achieve these visions the council has adopted the following borough
transport objectives:
Borough Transport Objectives
1. Ensuring that the borough transport network supports the local
economy and meets the current and future needs of the borough;
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2. Reducing the need to travel through effective spatial planning;
3. Enhancing transport accessibility and opportunity for all;
4. Improving the safety and security of all road users, particularly users of
sustainable transport;
5. Reducing dependence on the private car and enabling smarter travel
choices, particularly by improving and encouraging greater use of
sustainable transport;
6. Reducing the harmful effects of transport on health and the
environment and mitigating its impact on climate change.
Summary of the council’s Transport Strategy
1.11 The London Borough of Sutton’s transport strategies and policies have evolved
over the last two decades to put sustainability at the heart of its approach,
including the development of a first Sustainable Transport Strategy in 1999.
This reflects a broader corporate approach to sustainability which is embedded
throughout the council and is reflected in its new One Planet Action Plan to
create the UK’s first sustainable suburb. The council’s leading reputation on
sustainable transport also led to the borough being chosen by TfL in 2006 to
pilot Smarter Travel Sutton, a three-year, £5m project to promote sustainable
travel choices by Sutton residents, primarily through ‘softer measures’ of
marketing and promotion.
1.12 Initial monitoring suggests that traffic levels are reducing in the borough and
that there is high level of public support for the approach to reduce car use.
There is now a desire to “lock in” those benefits, by physical measures to further
promote walking, cycling and public transport so that the benefits of reduced
traffic levels are not lost over the medium term. The council’s transport strategy
therefore seeks to promote the uptake and use of sustainable modes of
transport and strongly reflects some of the key building blocks of national,
regional and local policy. The key benefits of this approach are:
• Carbon reduction: reducing the carbon footprint of transport in the borough in
line with broader council policies and national policies to deliver CO2
reductions;
• Congestion reduction, leading to economic benefits in terms of time savings
and better reliability
• Environmental benefits in terms of air quality and noise improvements;
• Health benefits, in terms of increasing active travel across the population
means of tackling serious long-term health problems;
• Accessibility benefits, in terms of providing better equality of access, by
making walking, cycling and public transport use practicable and attractive to
all, and improving the accessibility of the public realm and public transport,
thereby increasing travel choices;
• Road safety: reducing casualties and increasing perceptions of personal
safety and security for pedestrians, cyclists and public transport users through
greater priority, enhancements to public realm and control of traffic speeds
and volumes on key walking and cycling routes.
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1.13 Over and above the short-term objective of “locking in the benefits”, the
council’s new sustainable transport policy and action plan - ’Enabling Smarter
Travel Choices’ - is as much about longer-term “future proofing”. In an
environment where the cost and supply of fuel is likely to worsen, there is an
increasing obesity problem, our children are ever more restricted in their
independence and many people are afraid to go out on their own after dark, it is
crucial to the wellbeing of Sutton residents that we embark on an approach to
encouraging more sustainable travel choices and creating more attractive, safe
and vital public places.
1.14 Recognising the limited availability of public funding in the immediate future and
the need to make the best use of funding from other sources, the council has
moved towards adopting a more comprehensive approach to developing
transport schemes aimed at achieving as many of its transport objectives as
possible. Following on from the Smarter Travel Sutton initiative, the council has
moved on to focusing a significant proportion of its resources towards an
Integrated Transport Package approach. This approach focuses on developing
a comprehensive package of measures which seek to address all the transport
and environmental issues related to each of the borough’s town centres in turn.
Furthermore it is intended that this approach should be extended to also
improve the transport corridors between the package areas. It is also intended
to apply the “home zones” concept to residential neighbourhoods where
appropriate. Nevertheless, there will still remain the need to bring forward
individual schemes to address specific locations or modes and to identify a
range of schemes that might mitigate the impact of new developments in the
borough.
1.15 In addition to the short to medium term packages and schemes identified in the
Delivery Plan, the council also supports a number of longer term strategic
improvements to public transport and traffic movement in the borough. These
include an extension of the Tramlink network to Sutton Town Centre, an
extension of the London Overground network to serve Sutton and beyond, and
two new road schemes in Sutton Town Centre to divert traffic and create
additional pedestrian, cyclist and public transport priority areas. Further details
of these schemes are set out in Appendix B.
How the Plan was Developed
1.16 In preparing the Sutton Transport Plan, statutory consultation will be carried out
with the following bodies as specified by the LIP Guidance:
•
•
•
•
•
The Commissioner of Police for the Metropolis
Transport for London
Organisations that represent disabled people
Neighboring London Borough Councils
Any other person required by the Mayor to be consulted
1.17 In addition, local interest groups and stakeholders will be consulted and a copy
of the Plan will be placed in borough libraries and on the council’s website. A
consultation leaflet will be produced and distributed summarising the Plan and
inviting comments. In addition a report was presented to the six Local
Committees and they were invited to submit suggestions for transport
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interventions. A list of bodies consulted on the draft LIP is included in Appendix
A.
Structure of the Plan
1.18 The Plan is structured to take account of the requirements of the LIP Guidance,
as follows:
•
Chapter 2 describes the borough’s local and sub-regional context,
including the local transport context;
•
Chapter 3 sets out the transport challenges and opportunities facing
the borough in relation to the MTS goals and challenges;
•
Chapter 4 sets out the borough transport objectives, how these
relate to other council policies and strategies, and how they will be
addressed through the Plan;
•
Chapter 5 is the Delivery Plan which sets out the council’s transport
strategy and how it intends to deliver this over the period of the Plan. It
sets out the council’s proposed transport investment programme
over the three year period of the Plan and its longer term proposals
beyond this, subject to funding;
•
Chapter 6 is the Performance Monitoring Plan which describes how
the council intends to monitor the performance of its Plan against
agreed indicators and targets.
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2.0 THE BOROUGH IN CONTEXT
Borough Context
2.1
The London Borough of Sutton occupies an area of 4,453 hectares in outer
South London, making it one of the smaller outer-London boroughs. The
borough is bordered to the north and east by the London Boroughs of Merton
and Croydon respectively, and to the north-west by the Royal Borough of
Kingston-Upon-Thames, while to the south and west it adjoins the two Surrey
districts of Reigate and Banstead, and Epsom and Ewell respectively (see
Figure 2.1).
2.2
The southern half of the borough consists predominantly of relatively affluent
low-density residential areas, together with a substantial green belt area
forming the edge of Greater London. By contrast, the northern wards, including
St Helier, The Wrythe and Wandle Valley, along with Roundshaw in towards the
south-east of the borough, are less affluent and consist of higher density
housing, including large social housing estates and industrial areas. However,
the northern half of the borough also contains large areas of parkland and open
space, including the River Wandle corridor and Beddington Farmlands.
2.3
The borough has 54 councillors representing 18 wards (see Figure 2.2), and six
Local Committees who make decisions on local transport and public realm
investment amongst other things.
2.4
The resident population of the borough was 187,643 in mid-2008, of which 20%
were aged 0-15, 66.5% were aged 16-64 and 13.5% were aged over 65 (ONS
mid-year estimates 2009).
2.5
Of Sutton’s working age population 81.2% are economically active and 3.1% of
the working age population are unemployed (NOMIS).
2.6
The borough is less ethnically diverse than other boroughs - 84.2% of borough
residents are white, 7.8% are Asian / Asian British, 5.1% are Black / Black
British, 0.7% are Chinese and 2.1% are ‘other’ including mixed race (GLA
2008).
2.7
Sutton Town Centre is ranked the 8th largest Metropolitan Town Centre in
London and offers a range of shopping, employment and leisure activities with
good public transport links. The town centre contains around 400 retail outlets
occupying more than 120,000 square metres of floor space along a linear
pedestrian-priority High Street. A range of arts, cultural and entertainment
activities, pavement cafes and a vibrant evening economy all contribute
towards a lively and successful town centre environment. With over 200,000
square metres of office floorspace, Sutton Town Centre is also a significant
employment location within South London, although some of this is currently
vacant.
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2.8
Following publication of the revised London Plan, with its emphasis on
Metropolitan Town Centres as areas of intensification and future growth, the
council is seeking to further enhance the strategic role of Sutton Town Centre
to enable it to compete successfully with other Metropolitan Centres. The
council’s Core Planning Strategy, adopted in December 2009, identifies Sutton
Station and adjacent land as a major ‘opportunity site’ where the council will
promote a comprehensive, large-scale town centre development, including
retail, leisure, office and residential uses. The redevelopment of this area will be
supported by major improvements to public transport interchange facilities and
provide for the possible extension of Tramlink to the town centre.
2.9
As part of Sutton’s Local Development Framework (LDF) the council has
produced a draft Area Action Plan for Sutton Town Centre aimed at integrating
the future development of a number of opportunity areas into a comprehensive
planning framework in order to ensure the long-term success and vitality of the
centre and provide for major transport improvements. Sutton Town Centre is
expected to accommodate 40% of the borough’s future housing growth over the
next 15 years.
2.10 In addition to Sutton Town Centre, there are seven district centres in the
borough at Wallington, Worcester Park, North Cheam, Rosehill, Cheam,
Carshalton, and Hackbridge, along with a number of local centres throughout
the borough (see Figure 2.3). The council has recently upgraded Hackbridge to
a district centre as part of its plans for a major expansion of housing and
employment there in the context of the creation of a ‘sustainable suburb’.
Hackbridge is expected to accommodate 20% of future housing growth in the
borough over the next 15 years.
2.11 The LDF Core Planning Strategy identifies five major opportunity areas within
Wallington town centre and significant potential exists for achieving the
comprehensive redevelopment of these sites for suitable town-centre uses.
2.12 Industrial and commercial development in the borough is concentrated in three
strategic industrial areas at Beddington (108ha), Kimpton (21ha) and Imperial
Way (part of the larger Purley Way Industrial Area), each of which are located
close to key radial road transport routes into London and to the M25. There are
also a number of long-established smaller industrial sites throughout the
borough. These include the Felnex industrial estate in Hackbridge which is
being proposed for mixed-use sustainable redevelopment with improved access
as part of a wider package of proposed transport and environmental
improvements to Hackbridge.
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2.13 The London Borough of Sutton forms an integral part of the Wandle Valley,
which is identified in the London Plan as the key regeneration corridor within
South London, offering opportunities to provide competitive locations for
business and industry, attract new economic sectors and secure the
development of vacant or underused land. The Wandle Valley extends across
the northern and eastern parts of the borough to include the Beddington
Strategic Industrial Area on the eastern boundary with Croydon and areas
further to the south at Roundshaw, South Beddington and Wallington. The Core
Planning Strategy identifies an ‘area of regeneration and growth’ reflecting the
boundaries of the Wandle Valley in Sutton, within which the council will seek to
promote the aims of social and economic regeneration and attract further
investment for transport and environmental improvements. This includes a
proposal for a new Wandle Valley Regional Park spanning the four Wandle
Valley boroughs, which offers opportunities for new cycle and pedestrian
routes.
2.14 The Core Planning Strategy key diagram, shown in Figure 2.4, highlights the
main land use patterns and development issues in the borough.
Sub-Regional Context
2.15 The London Borough of Sutton forms part of the South London sub-region
identified in the Mayor’s London Plan and is consequently covered by the South
London Sub-Regional Transport Plan.
2.16 The South London sub-region includes the boroughs of Richmond-uponThames, Kingston-upon-Thames, Wandsworth, Merton, Sutton, Croydon and
Bromley, and, as a result of its ‘fuzzy boundary’, the southern halves of
Lambeth and Southwark. It therefore covers parts of inner-London as well as
outer London and encompasses a wide range of issues and opportunities.
2.17 South London is unique amongst the sub-regions in having four Metropolitan
Town Centres – Bromley, Croydon, Sutton and Kingston – which are key retail
and employment centres in their own right and support the wider South London
economy. Croydon is the largest town centre in London and is London’s third
largest centre for office employment, providing employment for many Sutton
residents.
2.18 South London is also unique amongst the sub-regions in being largely
dependent on overground rail for its rail-based public transport due to the less
dense underground network compared to other parts of London. Sutton
borough does not have any underground lines, the nearest ones being the
Northern Line terminus at Morden and the District Line terminus at Wimbledon.
In addition, the East London Line was recently extended to West Croydon and
now forms part of the London Overground, while the Croydon to Wimbledon
branch of Croydon Tramlink, passes through the north east corner of the
borough.
2.19 Also unique amongst the sub-regions is that South London does not contain
any motorways. However, it contains a number of key radial roads which link
South London to the M25 or M23, including the A22, A23, A217 / A297, A24,
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A243 and A3, together with the A205 south circular and the A232 / A240 outerorbital routes.
2.20 Sutton has reasonably good rail and road-based transport links to its
neighbouring London boroughs and to a lesser extent its neighbouring Surrey
districts and the other South London boroughs (see Figure 2.5). However, there
are opportunities for improvement and these are discussed in Chapter 3.
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Borough Transport Context
Public Transport
Rail Services
2.21 The borough is reasonably well-served by the national rail network, with lines
through Sutton providing services to the London termini of Victoria and (peak only)
London Bridge and the ‘Thameslink’ loop line service providing a cross-London
rail link to Blackfriars, St. Pancras International and Luton / Bedford via the
Wimbledon and Sutton loop line. The line serving Worcester Park in the north
west of the borough provides services to Waterloo. Away from London there are
also direct services from the borough to Epsom Downs, Epsom, Dorking,
Horsham and Guildford. The borough is currently served by three TOCs –
Southern, First Capital Connect and South West Trains.
2.22 There are nine rail stations fully within the borough and one (Worcester Park)
spanning the borough boundary, while several stations lie just outside the borough
and are used by borough residents, including Banstead, Mitcham Junction, St.
Helier, Stoneleigh, Waddon and Woodmansterne (see Figure 2.6).
Bus Services
2.23 The borough is served by a reasonably extensive network of bus services, mainly
using the main roads and serving town centres and other key destinations (see
Figure 2.6). To complement the main road bus network, during the 1990s the
council initiated a number of ‘hoppa’ bus routes to penetrate residential areas that
were poorly served by conventional buses and these routes have subsequently
been incorporated into the TfL bus network and extended.
2.24 Around 85% of the urban area of the borough is within 400 metres of a bus
service. However, the most recent Public Transport Accessibility Levels (PTALs)
map of the borough shows that, despite having some areas of higher public
transport accessibility (levels 4-6), such as Sutton, Wallington and Carshalton
town centres, the majority of the residential areas and the major industrial areas in
the borough fall within areas of relatively low public transport accessibility (levels 1
and 2) (see Figure 2.7). Table 2.1 shows the varying proportions of the urban area
of the borough within 400 metres of bus routes at different frequency levels in
2007.
Table 2.1: Percentage of the Urban Area of the Borough within 400m from Bus
Routes
Frequency of Bus Service
2 buses per hour or more
3 buses per hour or more
4 buses per hour or more
6 buses per hour or more
12 buses per hour or more
% of Urban Area within 400m of Bus Route
85%
80%
74%
66%
32%
(Source: LBS October 2007)
Tram Services
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2.25 The Croydon Tramlink network runs between Croydon and Wimbledon with two
stops in the north-east corner of the borough at Beddington Lane and Therapia
Lane. The tram stop at Mitcham Junction provides a useful interchange with
overground rail services to and from Sutton. The Tramlink depot is also in the
borough at Therapia Lane. Croydon Tramlink is now operated by Transport for
London.
Walking
2.26 The borough has an extensive network of public rights of way, both within the built
up areas of the borough and in the more rural green belt where there a number of
pleasant countryside walks. A number of longer-distance strategic walking routes
form part of this network, including:
•
•
•
•
Part of the London Outer Orbital Path (LOOP);
The Sutton Countryside Walk;
Pyl Brook route;
The Wandle Trail.
Cycling
2.27 The borough has an extensive network of signed cycle routes (see Figure 2.8),
much of which forms part of the wider London Cycle Network connecting with
neighbouring boroughs. The Wandle cycle route also forms part of the National
Cycle Network, managed by Sustrans, who are also developing a number of
‘Greenways’ routes within and beyond the borough connecting to Olympic venues,
including Wimbledon.
The Road Network
2.28 The borough’s road network totals 380 km and includes:
•
•
•
•
•
Three strategic Transport for London Road Network (TLRN) ‘Red Routes’
(17.5 km), two of which link central London to the M25 (A24 and A217)
and one of which provides an east-west route across the borough (A232).
The TLRN is owned and managed by TfL.
12.0 km of ‘A’ (London distributor) roads
24.9 km of ‘B’ (London and borough distributor) roads
16.5 km of ‘C’ (borough distributor and local access) roads
308.2 km of residential (local access) roads.
2.29 The council has adopted a road hierarchy (see Figure 2.9) as the basis for the
management and development of the borough road network. Local distributor and
access roads are expected to serve primarily as residential roads although local
distributor roads are also intended to cater for traffic movement within the
borough. Local access roads are considered the most appropriate for traffic
calming measures and 20mph zones. Borough distributor roads are expected to
cater for cross-borough traffic movement and larger vehicles and most are also
bus routes. London distributor and TLRN roads are the main traffic arteries
through the borough and carry the heaviest traffic flows, including most longerdistance through traffic, heavy goods vehicles (HGVs) and buses.
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Traffic Growth and Congestion
2.30 The growth in traffic and congestion within the borough over recent years has
resulted from a combination of greater car ownership and use, more dispersed
and diverse lifestyles and the impacts of new travel-generating developments.
2.31 Table 2.2 sets out the estimated traffic flows in Sutton from 2000-2009 as well as
those for inner, outer and central London.
Table 2.2: Estimated Traffic Flows in Million Vehicle Kilometres for LB Sutton, Inner
and Outer London and London 2000 – 2009
2000
2001
2002
2003
2004
2005
2006
2007
2008
2009
LB Sutton
730
738
746
748
739
749
743
758
712
709
Inner London
10363
10359
10326
10314
10235
9777
9776
9836
9541
9379
Outer London
22272
22327
22464
22502
22439
22908
23181
23036
22613
22543
London Total
32635
32682
32791
32817
32674
32686
39958
32872
32154
31923
(Source: DfT National Road Traffic Survey)
Table 2.3: Change in Traffic Levels 1994-2004, 1999-2004 and 2004-2009
LB Sutton
Inner London
Outer
London
London Total
% Change
1994-2004
5.1%
1.3%
6.6%
% Change
1999-2004
1.0%
-1.7%
0.7%
% Change
2004-2009
-4.1%
-8.4%
0.5%
4.9%
-0.1%
-2.3%
(Source: DfT National Road Traffic Survey)
Car Ownership
2.32 London Borough of Sutton has one of the highest car ownership levels in London.
At the time of the 2001 Census there were 88,361 cars registered within the
borough and 77% of borough households owned at least one car or van in 2001
compared to the 71% average for Outer London and 63% for Greater London.
This figure has risen from 69% since 1981.
Chart 2.1: Car Ownership in LB Sutton
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% of households
50
45
40
35
30
25
20
15
10
5
0
46.2%
24.2%
23.3%
4.9%
1.5%
No car or
van
1 car or
van
2 cars or
vans
3 cars or
vans
4 + cars
or vans
2.33 However, despite the high levels of car ownership in the borough, in 2001 23% of
borough households did not own or have access to a car and were therefore
dependent on public transport, walking and cycling. Car ownership levels vary
considerably between wards, with Sutton Central and the less affluent northern
and eastern wards having lower levels than the more affluent southern and
western wards.
% of households
Chart 2.2: Car Ownership, 1981-2001
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
31%
26%
23%
No car or van
1 or more car or vans
69%
74%
77%
1981
1991
2001
Parking Provision
2.34 Sutton Town Centre is served by three multi-storey car parks owned by the
council, which provide a total of 2,520 spaces. In addition there are a number of
large privately owned car parks which are available for public use, including the
St. Nicholas Centre (750 spaces), Morrisons (438 spaces), ASDA (587 spaces)
and B&Q (477 spaces). The district centres of Carshalton, Wallington, Cheam,
and Worcester Park are served by nine surface car parks owned by the council,
providing a total of 752 spaces, together with a number of superstore and station
car parks.
2.35 The Sutton LDF applies restraint-based maximum parking standards for new
development proposals, which take into account of the varying levels of public
transport accessibility across the borough and the need to promote the use of
sustainable modes of transport over the private car. The level of restraint varies
according to both the type and scale of activity and its location. Sutton Town
Centre is the only part of the borough that has relatively high accessibility levels,
and therefore this area is subject to the maximum degree of parking restraint,
which could include car free developments.
Travel Patterns and Modal Split
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2.36 Table 2.4 below shows the number of trips made and distance covered by
residents within the borough in comparison to the rest of London. It shows that
residents of Sutton make the least number of trips per day within the South
London sub-region and one of the lowest total distances travelled per day. Around
half of the borough’s working population work within the borough, with the majority
of the remaining half split across the surrounding boroughs (see Chart 2.3).
Table 2.4: Trip Rates and Distance
Trips and travel distance, totals and per person per day, by residents of the
region and borough, London residents 2006-2009
Area
Population Trips per
Total
Trips per
Distance
aged 5 and
day
distance
person per
travelled
over
(000’s)
travelled
day
per person
(000’s)
per day
per day
(000km)
(km)
1,242
3,199
15,398
2.6
12.4
Central
1,892
4,301
24,875
2.3
13.1
East
980
2,591
14,989
2.6
15.3
North
1,512
4,219
26,760
2.8
17.7
South
Bromley
279
833
5,748
3
20.6
Croydon
309
768
4,611
2.5
14.9
Kingston
141
463
2,666
3.3
18.9
Merton
180
523
3,322
2.9
18.5
Richmond
169
522
3,252
3.1
19.3
Sutton
170
439
2,841
2.6
16.7
Wandsworth
263
672
4,320
2.6
16.4
1,345
3,571
22,114
2.7
16.4
West
6,971
17,881
104,137
2.6
14.9
Greater
London
(Source: London Travel Demand Survey 2006/9)
N.B. total distance travelled refers to straight line ‘crow fly’ distance
- 24 -
Chart 2.3: Workplace of Sutton Residents
Sutton Residents Work Place Destination with at least 500 People Travelling to that Location
(not including Sutton)
Camden
8,000
City of London
Hammersmith and Fulham
7,000
Islington
Kensington and Chelsea
Lambeth
6,000
Southwark
Tower Hamlets
5,000
Wandsworth
People
Westminster
Bromley
4,000
Croydon
Hounslow
3,000
Kingston upon Thames
Merton
Richmond upon Thames
2,000
Elmbridge
Epsom and Ewell
1,000
Mole Valley
Reigate and Banstead
Crawley
0
Location
Chart 2.4: Modal Split for Borough Residents’ Journey to Work.
Transport Used by Sutton Residents to Travel to Work
Work from Home
Train
Bus, Mini-Bus, Coach
Driver of Car or Van
Bicycle
Walk
2.37 Sutton residents travel an average of 10.5 km on their work journey, with over half
of all residents using a motor vehicle for this journey and the remainder using
public transport, walking or cycling, or working from home (see Chart 2.4).
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- 26 -
- 27 -
- 28 -
- 29 -
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3.0 TRANSPORT CHALLENGES AND OPPORTUNITIES
Local Transport Challenges and Opportunities
3.1
The biggest challenge facing the borough is the high level of car ownership and
usage and the consequential problems of traffic congestion and air pollution.
Sutton has one of the highest car ownership levels in London, particularly in the
more affluent southern wards and the large areas of inter-war housing which are
some distance from rail stations, such as North Cheam and Stonecot Hill. Sutton
also borders some of the most affluent areas of Surrey which have even higher
car ownership levels and whose residents inevitably drive into and through the
borough. Apart from the A217 Sutton bypass, which is dual-carriageway for most
of its length in the borough, and possibly the A24, Sutton’s roads are not designed
to carry large volumes of traffic quickly and efficiently. The main east-west road,
the A232, passes through Cheam village, Sutton town centre and Carshalton
village, which are major ‘pinch points’ and sources of congestion. Cheam and
Carshalton are also Conservation Areas. The main roads in the borough also have
the worst air quality and most have consequently been declared ‘air quality
management areas’ (see Figure 2.10).
3.2
Although Sutton has a relatively good public transport network comprising bus,
tram and rail, services on some routes are infrequent, particularly in the evenings
and at weekends. This, together with the fact that parts of the borough are some
distance from the nearest rail station or high frequency bus route, leads to a high
level of car dependency. Other factors contributing to car dependency in the
borough include the relative ease of parking in outer London, diverse journey
patterns, the proximity to the M25 and neighbouring Surrey, a relatively small
proportion of the workforce commuting into central London by train, and a relative
lack of congestion compared to inner and central London.
3.3
In an attempt to address these issues, the council recently piloted a pioneering
behavioural change project in partnership with TfL called Smarter Travel Sutton,
aimed at reducing car use and achieving a modal shift to more sustainable modes.
This project was successful in increasing sustainable travel, notably in increasing
cycling levels and bus usage, but the corresponding reduction in traffic levels and
car use has not been as marked, partly because much of this originates from
outside the borough. There is therefore scope to achieve further modal shift and
traffic reduction in the borough, and this will be the focus of the Sutton Transport
Plan. In particular, there is scope to convert many of the shorter local journeys
from car to walking and cycling and some of the medium to longer distance
journeys to public transport. The latter will require the co-operation of TfL and the
bus operators for buses and trams, and the Department for Transport, Network
Rail and the TOCs for rail, to achieve significant improvements to public transport.
3.4
In order to attract more people out of their cars and onto sustainable forms of
transport there is a need to improve conditions for users of these modes, and the
council will be focussing its transport investment on this over the next three years.
In particular, there is scope to improve and extend the borough cycle network to
encourage more cycling, and to improve the walking environment and create new
paths. In addition there is scope to improve access to public transport services
and stations and work with the operators to improve services and infrastructure.
3.5
In summary, the main transport challenges facing the borough are:
•
High car ownership levels in parts of the borough, but considerable disparities
between the affluent and less affluent wards;
•
High levels of car use and dependency;
•
Traffic congestion in certain locations, mainly around town and district centres,
not only at weekday peak times but also at weekends;
•
Parking stress in some older housing areas with no off-street parking;
•
Traffic dominance and poor pedestrian environment in town and district centres;
•
Poor air quality on the main road network and associated health issues;
•
Relatively low levels of walking, cycling and public transport use;
•
Relatively poor levels of public transport accessibility across large parts of the
borough, and poor service levels on some routes, particularly off-peak;
•
Crowding on some rail and tram services at peak times and weekends;
•
Lack of step-free access to most of the borough’s rail stations;
Sub-Regional Transport Challenges and Opportunities
3.6
The Sub-Regional Transport Plan Interim Report for South London (February
2010) identifies the following four key challenges for the sub-region:
1. Reducing public transport crowding;
2. Improve access and movement to / from and within key locations;
3. Improve connectivity to / from and within the South sub-region; and
4. Manage highway congestion and make efficient use of the road
network.
3.7
In order to address these challenges, TfL has identified a number of planned
strategic transport interventions as set out in the Sub-Regional Transport Plan
Interim Report. The sub-regional challenges relate closely to the MTS goals and
challenges, which are set out below together with a statement of local issues and
opportunities arising from these.
Mayoral Goals, Challenges and Outcomes
3.8
The MTS sets out the Mayor’s goals for transport in London and the challenges
and outcomes relating to each of these goals that he expects boroughs and other
stakeholders to address to help achieve them. This section therefore sets out how
Sutton’s Transport Plan, along with other council strategies, intends to address
each of these challenges and achieve the outcomes.
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GOAL 1 – SUPPORT ECONOMIC DEVELOPMENT AND POPULATION
GROWTH
Challenge 1.1 – Supporting Sustainable Population and Employment
Growth
Outcome – Balancing capacity and demand for travel through increasing
public transport capacity and / or reducing the need to travel
3.9 Sutton’s Core Planning Strategy (CPS), which was adopted in December 2009,
sets out the borough’s spatial strategy for achieving sustainable population and
employment growth. Sutton is expected to accommodate an additional 5,175
dwellings over the next 15 years to 2025, with 40% of these dwellings in Sutton
town centre, 20% in Hackbridge and 10% in Wallington, and the remainder in the
other district centres and rest of the borough. Partly as a result of this housing
growth, a 22% increase in population is projected in Sutton Central ward, which is
the most accessible ward in the borough in terms of PTALs, up to 2019. Over the
same period, the population of the borough is expected to grow, with a projected
increase of 7,364 (4%) occurring between 2009 and 2019 with a further increase
of 3% to 195,757 by 2031.
3.10 The Core Planning Strategy contains the following strategic objectives in relation
to transport:
SO14 – To reduce car dependence, congestion and the impacts of air
pollution on the borough’s environment and improve health and wellbeing.
SO15 – To provide the necessary level of community infrastructure and
transport to support economic development and housing growth.
3.11 The sub-title for the borough’s CPS is “balanced sustainable growth” which
support’s the council’s vision of “creating a sustainable suburb in London”. As part
of the CPS, the council intends to concentrate housing and employment growth in
town centres, particularly Sutton and Wallington town centres, where public
transport accessibility is highest and a wide range of services are within walking
distance, thus reducing the need to travel. However, even in these most
accessible of the borough’s town centres, the council recognises the need to
make improvements to public transport and walking and cycling access in order to
reduce car dependency. To this end, the council has prepared a draft Sutton Town
Centre Area Action Plan (AAP), which sets out a range of potential transport
options and improvements to be taken forward in the longer term, primarily funded
by new developments.
3.12 In Wallington the council is currently developing an Integrated Transport Package
to improve sustainable transport access to and within the town centre and enable
people to make more sustainable travel choices. This package-based approach
will then be rolled out to the other town centres in the borough.
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3.13 Hackbridge has also been identified as an area for sustainable growth due to the
presence of a number of ‘opportunity sites’ and it is recognised that there is a
need for significant transport improvements there to improve sustainable transport
options. A Hackbridge Masterplan has been produced which sets out a range of
transport improvements that are required to improve access and movement
opportunities, especially by sustainable modes.
3.14 The CPS seeks to achieve a sustainable balance between population and
employment growth, so that there are sufficient and suitable employment
opportunities within the borough to meet the needs of the population growth.
Although a high proportion of borough residents work in the borough, Sutton has
the lowest number of jobs of all the South London boroughs. Whilst the proportion
of the economically active population commuting from the borough to Central
London and Canary Wharf is relatively low, a significant proportion commute to
neighbouring outer London boroughs, particularly Croydon, and neighbouring
Surrey towns such as Epsom and Reigate. Similarly there is considerable inward
commuting into the borough, particularly by train into Sutton town centre, but also
by car from neighbouring Surrey.
3.15 The council will seek to improve public transport links and services to and from
Sutton and improve walking and cycling routes and facilities, in order to achieve a
modal shift from the car to more sustainable modes. Where appropriate,
developer contributions will be sought to contribute towards transport
improvements that are required to serve new developments. The council’s
Supplementary Planning Documents (SPDs) on Planning Obligations; Transport
Assessments and Travel Plans; and Car Clubs set out the criteria and potential
uses for such contributions.
3.16 Public transport crowding (defined by TfL’s Railplan model as the number of
people standing per square metre) has been identified by TfL as a key challenge
facing South London. This is largely a problem at peak times on certain
overground and underground rail lines, but can also be a problem on trams and
buses at certain times. In South London severe public transport crowding has
been identified on South West Trains (SWT) routes into Waterloo, Southern and
Southeastern services into London Bridge, and Southeastern services into
Victoria, as well as on much of the Northern Line and parts of the District Line in
South London. Crowding on Tramlink has been identified as a problem between
Belgrave Walk and Wimbledon and between Mitcham Junction and Croydon, and
on buses around Croydon town centre. The council also occasionally receives
reports of buses in the borough being crowded during school start and finish times
and will ask TfL to consider putting on extra buses when appropriate.
3.17 The Sub-Regional Transport Plan (SRTP) Interim Report does not identify any
public transport crowding issues in the Sutton area, apart from on the Tramlink
Croydon to Wimbledon branch, which is being addressed through planned dualtracking on the section between Mitcham Junction and Wimbledon to allow an
increase in frequency. Network Rail’s South London Route Utilisation Strategy
(RUS) (March 2008) identified the rail lines between Sutton and Victoria via
Hackbridge, Sutton and Norwood junction via Wallington, and the Thameslink
route between Tooting and central London as having ‘significant standing at peak
times’ or worse during the morning. Furthermore these lines are still shown as
having ‘significant standing at peak times’ post-2016 following the completion of
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the Thameslink programme, and post-2019 following completion of the train and
platform lengthening programme.
3.18 The South London RUS, MTS and SRTP Interim Report only consider crowding in
the peak periods, mainly the morning peak, as these are considered to be the
busiest periods. However, this overlooks other periods of the day and week when
there is also often crowding on public transport. In particular the later evenings
and weekends are periods when there is considerable demand for travel which is
not always met by adequate capacity. Many trains are operated as 4-car length
during these periods, often resulting in standing between Sutton and central
London. Service frequencies are also often lower at weekends and do not
adequately cater for growing demand for leisure travel.
3.19 No additional peak trains are planned in the short to medium term due to capacity
constraints on the inner-London network and at London termini. Therefore train
lengthening is seen as the best way to increase capacity, and the main
intervention planned in the borough is selective platform lengthening to
accommodate 10-car trains. However, not all stations in the borough will benefit
from this programme. At present platform lengthening is proposed for Sutton,
Wallington, Cheam and Carshalton, but not for Carshalton Beeches, Hackbridge
or Belmont, or the Thameslink loop line stations. The introduction of 10-car trains
on the south London lines is planned for 2011/12. The council is concerned at the
exclusion of some of the borough’s stations from the platform lengthening
programme, particularly Hackbridge in the light of planned housing growth in that
area, and has raised these concerns with Network Rail. The council would like to
see Hackbridge and Carshalton Beeches reinstated into the platform lengthening
programme.
3.20 There is currently considerable investment going into the Thameslink Programme,
but it now appears there will be few, if any, direct benefits to the borough. Indeed,
Sutton is likely to lose its cross-London services from 2015 when all SuttonWimbledon loop line trains will terminate at Blackfriars or London Bridge. In order
to compensate for this, there are proposals to increase the frequency of trains on
the Sutton-Wimbledon loop line to 4 trains per hour (tph), which the council would
welcome. However, the retention of direct, cross-London services would be
preferable and the council will continue to lobby for this. An increase in late
evening and Sunday operating hours on the Thameslink loop line would also be
welcomed by the council.
Challenge 1.2 – Improving Transport Connectivity
Outcome – Improving people’s access to jobs
Outcome – Improving access to commercial markets for freight
movements and business travel, supporting the needs of business to
grow
3.21 Sutton has reasonably good transport connections, both within and beyond the
borough, by road and rail. However, there are certain connections that are missing
or could benefit from some improvement. The borough context section in Chapter
2 describes the borough’s transport networks and connectivity.
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3.22 The council will continue to work with TfL, Network Rail, bus and rail operators,
sub-regional partnerships and neighbouring boroughs to seek improvements to
public transport connectivity within the borough and across the sub-region.
3.23 At a borough level, the council will continue to improve connectivity through
improvements to bus routes and stops, improved access to rail stations and tram
stops, improved pedestrian and cycle routes and improved interchange between
modes. The focus of these improvements will be on town and district centres
where much of the borough’s employment and business activity is located,
through the Integrated Transport Packages and the Sutton Town Centre AAP, and
on industrial areas such as Kimpton and Beddington where much of the industrial
and warehouse employment is located. Significant access improvements have
recently been carried out at Kimpton and a major highway improvement scheme is
being developed for Beddington Lane to improve access to the Beddington
Industrial Estate.
3.24 The council will continue to work closely with businesses through its business
travel plan networks and other travel planning and smarter travel work, in order to
encourage use of sustainable modes of transport by employees and businesses.
Freight transport issues will be considered through the planning system and the
council will require Delivery and Servicing Plans and Construction Logistics Plans
where appropriate, to encourage efficient and sustainable freight and servicing
transport to new developments. The council is a member of the South London
Freight Quality Partnership, which works with the business community and the
freight industry to improve freight transport operations and assist them in
becoming more efficient and environmentally-sustainable.
3.25 Improving sub-regional connectivity has been identified as a key challenge in the
SRTP Interim Report, both in terms of rail and road based transport. Unlike the
other sub-regions, South London has few tube lines and is therefore largely
dependent on overground rail and tram for longer public transport journeys and
bus for shorter ones. The overground rail network is largely radial, providing links
to and from central London, although there are some orbital links, for example
from Sutton to Croydon and Wimbledon. However, there are gaps in the orbital rail
network, such as Sutton to Kingston and Sutton to Bromley / South East London.
The bus network does not always provide very well for orbital journeys either, with
the only longer distance orbital express bus serving Sutton being the X26 between
Heathrow and Croydon. This service used to extend to Bromley and Dartford but
was cut back due to unreliability. Within Sutton there is no direct orbital bus
service that traverses the borough apart from the limited stop X26.
3.26 The strategic road network is also largely radial, providing connections between
central and inner-London and the M25 and beyond. The A205 South Circular
provides an orbital route in inner South London but is congested around town
centres and does not have the same level of capacity and grade separation as the
North Circular in North London.
3.27 The SRTP Interim Report identifies a number of areas for improvement, including
rail links to Heathrow; links to areas outside the London boundary; links to
opportunity and growth areas including Hackbridge; and access to and within
strategic interchanges. Key links that are identified as needing improving include
Sutton to Brixton, Sutton to Canary Wharf and Sutton to Kingston. The council
would not necessarily prioritise the first two and would prefer to see improved
- 36 -
orbital links in outer South London, as well as links to places in neighbouring
Surrey, given greater priority.
3.28 The East London Line has recently been extended from New Cross to West
Croydon and is now operated by TfL as part of the London Overground. This has
improved links from Sutton to South East London and the City / Canary Wharf, but
a change of trains is required at West Croydon. It has also resulted in Sutton
losing its direct off-peak Southern train services to London Bridge. The council
would like consideration to be given to an extension of the East London Line to
Sutton and possibly beyond to Wimbledon, Kingston and Richmond to complete
an outer orbital London Overground network.
3.29 Journey times on existing rail lines between Sutton and Central London are slow
relative to other outer London boroughs and have increased in recent years. The
council would like to see journey times reduced through improved timetabling and
signalling, to improve Sutton’s competitiveness as a business and residential
location within the sub-region.
3.30 The SRTP Interim Report identifies a number of proposed ‘strategic interchanges’
which include Wimbledon and Clapham Junction, but not Sutton, which is one of
the busiest stations in the sub-region.
3.31 Improving access to key locations in South London, particularly by public transport
but also by car, has been identified by TfL as another challenge facing the subregion. Key locations are those considered to be of sub-regional importance,
attracting trips from outside the borough, such as Metropolitan Centres, major
town centres or areas able to accommodate growth. Issues identified in the SRTP
Interim Report include the need to balance the many demands for road space,
including those of pedestrians, cyclists and buses; the need to improve
interchange between modes; and the needs of freight traffic to service town
centres.
3.32 TfL recognise that many of the challenges overlap and some of the interventions
planned to meet other challenges will also improve access to key locations. In
terms of priority locations, Sutton Town Centre has been identified alongside the
other Metropolitan Centres and a number of smaller town centres and opportunity
area. Hackbridge is also identified as a potential new district centre and key
growth area for the borough.
3.33 The council is currently implementing a major town centre renewal scheme in
Sutton which includes improvements to pedestrian access and movement, and
public realm improvements within the town centre. More substantial longer term
improvements are identified in the draft Sutton Town Centre AAP, including an
extension to the Tramlink network and a number of adaptations to the highway
network in the town centre to extend the pedestrian priority areas and prioritise
public transport.
3.34 Transport improvements are planned for Hackbridge as part of the council’s
proposal to create a ‘sustainable suburb’. The council is currently developing an
Integrated Transport Package for Wallington district centre and is planning further
integrated packages for the other district centres. Major highway improvements
are planned for Beddington Lane to improve access to the Beddington strategic
industrial area.
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Challenge 1.3 – Delivering an efficient and effective transport
system for people and goods
Outcome – Smoothing traffic flow (managing delay, improving journey
time reliability and resilience)
Outcome – Improving public transport reliability
Outcome – Reducing operating costs
Outcome – Bringing and maintaining all assets to a good state of repair
3.35 An efficient and effective transport system for people and goods is central to the
objectives of the MTS and the Sutton Transport Plan. The transport system is, for
most people, a means to an end and not an end in itself, and if it is running
efficiently and effectively it should be a seamless part of everyday life. Transport is
also important for businesses and the economy, both in terms of getting
employees to and around for work and getting goods to and from markets.
However, inevitably in a city the size of London there are conflicting pressures on
the system and inefficiencies that reduce its effectiveness. The aim of the MTS
and Sutton Transport Plan is to balance the sometimes conflicting and competing
needs of road users, competing demands on limited funds and the need to ensure
that investment is targeted in the most cost-effective way to achieve the plans’
goals and objectives.
3.36 The council supports the Mayor’s objective of smoothing traffic flow, so long as it
does not lead to increased vehicle speeds, additional traffic generation and fewer
opportunities or less time for pedestrians and cyclists to cross the road. As an
Outer London borough with fewer traffic signals and major junctions than more
inner and central boroughs, Sutton’s traffic generally flows quite smoothly.
However, there are a number of congestion ‘hot-spots’ or stretches of road with
considerable numbers of traffic signals or other impediments, notably on-street
parking. The council will, where appropriate, take steps to smooth traffic flow and
improve journey times, particularly for bus users. This could include linking traffic
signals so that they work in unison to avoid stop-start journeys, something that the
council has recently done in Central Road in Worcester Park and Woodcote Road
in Wallington. Other measures that will be considered include reviewing and
removing unnecessary traffic signals, removing or restricting obstructive parking
on main roads and bus routes, and selective road and junction widening to
remove bottlenecks. These measures will assist in improving public transport
reliability by reducing delays to buses and will also reduce delays and therefore
operating costs to businesses.
3.37 The Traffic Management Act 2004 imposed a duty on all local traffic authorities to
secure the expeditious movement of traffic on their road networks and to facilitate
the expeditious movement of traffic on other authorities' networks. Authorities are
required to make arrangements that they consider appropriate for planning and
carrying out the action to be taken in performing the duty. Part of the
arrangements must be the appointment of a Traffic Manager and in Sutton a
Senior Engineer performs this role in ensuring that the Network Management Duty
is discharged.
- 38 -
3.38 The council provides information and details of major road works and events that
are happening to the London Traffic Control Centre (LTCC). Information is also
provided on a weekly basis to interested parties (Police, utilities, TfL Street
Management, London Buses) of all forthcoming highway works to be carried out
by the council and includes the expected duration, contact numbers, etc.
3.39 The council will continue to maintain its assets, as resources allow, to ensure that
they are kept in a good state of repair. This is quite a challenge, especially after
the cold winter of 2009/10, as many roads in the borough are in a poor state of
repair and there are limited revenue funds for maintenance. However, in
recognition of the damage to roads during the winter of 2009/10 the council
allocated an additional £500,000 to its road maintenance budget in 2010/11 to
repair and resurface borough roads. The council, in conjunction with Network Rail,
is currently carrying out a major reconstruction of the A237 London Road bridge
over the railway at Hackbridge to strengthen it for heavier vehicles. Further bridge
and structure maintenance work will be carried out as required.
3.40 One of the challenges identified in the SRTP Interim Report is tackling congestion
and making efficient use of the highway network. The report highlights the fact that
car ownership in South London is high in comparison with the other sub-regions,
and this contributes to a high level of car use and consequent traffic congestion.
Congestion is identified as being a particular problem around the Metropolitan
Town Centres, including Sutton, and along the corridors into Central London, not
only during the weekday peaks but also at weekends as a result of retail and
leisure trips. Most of the congestion hotspots identified are in the more inner South
London boroughs, but problem junctions include ‘Five Ways’ in Waddon where the
A232 meets the A23 just outside the borough, and the junction of the A2043 and
A3 at New Malden. Within the borough, congestion hotspots at busy times include
Sutton Town Centre, Rosehill, Worcester Park, Cheam village, Carshalton village,
and Wallington.
3.41 The council has recently been implementing signal linking schemes, using
SCOOT, in Worcester Park and Wallington to try and reduce congestion and
smooth traffic flow. TfL is currently identifying sites where traffic signals could be
removed to reduce delays to traffic, and has identified five pelican / toucan
crossings in the borough which it would like to remove. The council considers that
these do not cause undue delay to traffic and are necessary to provide safe
crossing points for pedestrians and cyclists and therefore does not support their
removal. However there may be some locations, such as minor junctions, where
signals could be considered for removal and the council will liaise with TfL to
identify and agree these. In other locations there may be scope to adjust the
timings and phasing of signals to reduce unnecessary delays to traffic while
continuing to provide safe and convenient pedestrian crossing facilities.
3.42 The council has a long standing desire for the implementation of a traffic
management scheme for Carshalton village and the historic ponds which are part
of a Conservation Area and are on the A232 TLRN road. The council will work
with TfL to develop an appropriate scheme for this area to reduce the
environmental impact of traffic in this area and ease congestion.
3.43 The council’s overall Smarter Travel programme will continue to promote a modal
shift away from cars to more sustainable modes of transport which make more
efficient use of the road network, such as buses.
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GOAL 2 – ENHANCE THE QUALITY OF LIFE FOR ALL LONDONERS
Challenge 2.1 – Improving the journey experience
Outcome – Improving public transport customer satisfaction
Outcome – Improving road user satisfaction (drivers, pedestrians,
cyclists)
Outcome – Reducing public transport crowding
3.44 As transport plays a key part in most peoples’ everyday lives, it can also have a
major influence on quality of life, including health. If it runs smoothly, transport and
travel should be an experience that is unremarkable, or indeed even pleasurable.
However, often the transport system does not run smoothly, and produces harmful
externalities, which can have a detrimental effect on quality of life. The council will
continue to work with its transport partners to improve the journey experience for
all road users and users of public transport, in order to enhance quality of life.
3.45 In seeking to improve the journey experience it is important to look at the whole
journey from door-to-door, which could involve several modes and changes, and
make this as ‘seamless’ as possible. While the council will seek to improve the
journey experience for all modes and journeys, it will focus particularly on
improving conditions for users of sustainable modes of transport in order to make
smarter travel choices more attractive and convenient.
3.46 For longer journeys the main sustainable transport mode is public transport, which
includes buses, trains, trams, and for some journeys beyond the borough, London
Underground. The council does not operate or control public transport, but works
closely with TfL, Network Rail, bus and rail operators to achieve improvements to
public transport infrastructure and services. This is largely done through the
council’s quarterly Public Transport Liaison Group (PTLG) meetings, but also
through routine bus, rail, TfL, Mayoral and London Councils consultations.
Representatives of user groups such as Sutton Rail Users’ Forum sit on the PTLG
and the views of residents are also represented by elected Members and officers.
The council seeks improvements to rail and bus frequencies, connectivity, hours
of operation, routes, stopping patterns and station / stop infrastructure and
passenger facilities. Where it has the powers, the council will continue to improve
bus stops, bus priority and the public realm around stations and tram stops in
order to enhance the customer experience.
3.47 A key element of improving the passenger experience is reducing public transport
crowding. This problem is mainly associated with peak time rail services and is
being addressed by the TOCs and Network Rail through the train and platform
lengthening programme and the provision of additional capacity and services. TfL
are also planning to increase capacity on the Wimbledon branch of Tramlink by
dualing the track where possible to allow additional services to operate in order to
relieve crowding on trams. Crowding on buses is not normally a problem in Sutton
but does occur at school start and finish times on some services used by school
children, and on certain other peak services. Where possible, TfL commission
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special school bus services, or additional service buses, to relieve crowding on
buses. The council makes requests to TfL to increase capacity where it is made
aware of crowding problems, and where appropriate seeks developer
contributions through Section 106 agreements to fund additional bus services or
amendments to routes.
3.48 The council seeks to improve road user satisfaction through schemes to reduce
congestion, smooth the traffic and reduce delays, including for buses, manage
parking and maintain and repair the roads, cycleways and footways. The council
also implements schemes to improve road safety, encourage walking and cycling
and enable the efficient movement and delivery of goods. Priority will be given to
enabling smarter travel choices by improving conditions and facilities for
sustainable modes of transport.
Challenge 2.2 – Enhancing the built and natural environment
Outcome – Enhancing streetscapes, improving the perception of the urban
realm and developing ‘better streets’ initiatives
Outcome – Protecting and enhancing the natural environment
3.49 For many years the council has been implementing schemes to enhance the built
environment and urban realm. These have been predominantly small scale public
realm improvements in district and local shopping centres and some larger
schemes around industrial estates such as Kimpton and Beddington Lane. The
major public realm improvement over the last twenty years has been the semipedestrianisation of the main shopping area of Sutton High Street. A major High
Street renewal scheme is currently being implemented in Sutton Town Centre to
further enhance and improve the public realm, funded mainly by TfL, but also by
Section 106 contributions and the London Development Agency.
3.50 A scheme is currently being designed called ‘Wandle Gateways’, using Viridor
landfill tax credits, to improve the public realm at a number of key gateway sites to
the River Wandle riverside trail, which will include signing and pathway
improvements and enhancements for pedestrians and cyclists.
3.51 The council has also allocated a significant amount of its own funds to each of the
six Local Committees to implement public realm schemes in their areas. Where
major new developments take place the council will require developers to provide
high quality streets and public realm based on the principles of the DfT’s Manual
for Streets and the principles of home zones / shared streets, including providing
an attractive natural environment and landscaping.
3.52 The council will continue to implement schemes that enhance the built and natural
environment, including enhancing streetscapes, improving the perception of the
public realm and developing ‘better streets’ initiatives, in accordance with the
principles of the Manual for Streets and other good practice guidance. Where
appropriate this could include introducing the concept of ‘shared space’ and ‘home
zones’. In all cases the council will expect priority to be given to pedestrians,
cyclists and other non-car modes of transport, while accommodating motor
vehicles in an appropriate manner.
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3.53 Measures to protect and enhance the natural environment are important, not only
to provide attractive green spaces but to provide habitats for flora and fauna,
especially trees which are important sinks for CO2 and therefore assist in
combating climate change. Having adequate green spaces and porous surfaces is
also important to provide drainage for rainwater and reduce flooding which is an
increasing effect of climate change. Drought resistant species should be used
where possible in new planting schemes. All transport schemes promoted by the
council will be designed so as to minimise loss of natural land, soft landscaping
and trees and where possible to increase it through additional tree planting and
provision of green space. Adequate highway drainage is also important to avoid
polluted water running off into water courses and natural areas and minimise
flooding. Schemes to improve access to natural environments such as parks and
open spaces and the River Wandle corridor will be promoted and implemented
where possible, to encourage active leisure travel and exercise and improve
quality of life.
Challenge 2.3 – Improving air quality
Outcome – Reducing air pollutant emissions from ground-based transport,
contributing to EU air-quality targets
3.54 Vehicle emissions account for a significant proportion of air pollution generated
within the borough, particularly in the vicinity of major roads. Elevated pollution
levels can have detrimental health effects, especially for people with asthma and
heart problems. The main air pollutants of concern are nitrogen oxides (NOx),
carbon monoxide (CO), particulates (PM10) and hydrocarbons such as benzene.
When nitrogen oxides and hydrocarbons react together in hot sunshine they form
low-level ozone which causes summer smog. There are some roadside locations
within the borough where levels of nitrogen oxides and particulates sometimes
exceed the Government’s air quality objectives for these pollutants and this is
mainly due to vehicle emissions. Road traffic is also a major source of carbon
dioxide (CO2), the main greenhouse gas that is believed to be responsible for
climate change, and accounts for around 30% of total CO2 emissions in London.
3.55 The Environment Act (1995) requires every local authority to carry out a review
and assessment of air quality in their area to determine whether national air
quality objectives will be met. In Sutton this process was completed in 2000, with a
further review and assessment in 2003. The Act also requires that, where
exceedences of air quality objectives are predicted, the local authority must
declare an Air Quality Management Area (AQMA) and subsequently draft an Air
Quality Action Plan containing measures designed to ensure that the relevant
objectives are met.
3.56 In Sutton, the air quality management areas that were declared coincide with the
busy main roads in the borough. In addition, in March 2010 the whole of the
Beddington Lane industrial area was declared an air quality management area.
The council has adopted an Air Quality Action Plan (AQAP) which is revised from
time to time to reflect changing circumstances.
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3.57 The Government’s Air Quality Strategy has established air quality objectives for a
range of pollutants. For both nitrogen dioxide (NO2) and particulates (PM10) there
are two objectives – one based on the annual mean level of the pollutant and the
other based on a permitted number of exceedences of an hourly mean level (for
NO2) or a daily mean level (for PM10). The council maintains five continuous air
quality monitoring sites in Carshalton, Wallington, Beddington, Worcester Park
and Beddington. At the Carshalton site NO2 and ozone are measured, whilst at
the other sites NO2 and PM10 (particulates) are measured.
3.58 For NO2, levels at the Wallington site have exceeded both air quality objectives
each year from 2006 – 2009, and the annual mean objective was also exceeded
at the Worcester Park site in 2009.
3.59 For PM10, both air quality objectives were met at all sites from 2006 – 2009,
except at the Beddington Lane site in 2007 when the daily mean objective was
exceeded.
3.60 The mechanisms by which the council will seek to implement many of the action
points set out in the AQAP are largely dependent on transport interventions. The
AQAP confirms the council’s support for the London-wide Low Emission Zone
(LEZ) and focuses on the need to reduce traffic congestion and vehicle emissions
by promoting sustainable forms of transport, such as walking, cycling and public
transport over the private car, improved public transport and facilities for
pedestrians and cyclists, traffic calming measures aimed at reducing speeds in
residential areas, travel awareness campaigns, employer and school travel plans
and vehicle emissions testing.
3.61 Many of the actions in the AQAP are measures the council carries out as part of
its general transport interventions, such as promoting and facilitating sustainable
transport and making improvements to the highway infrastructure to encourage a
modal shift from the private car. Basically a reduction in the use of petrol and
diesel powered vehicles is the only way to make a real difference to air quality, but
there are other, more subtle, means such as encouraging more fuel efficient
driving techniques, reducing unnecessary delays by ‘smoothing the traffic’, and
reducing vehicle speeds. More direct interventions that the council has
implemented in recent years include installing several electric vehicle (EV)
charging points to encourage take-up of EVs. However, take up has been slower
in outer London than in inner London and the limited range of EVs is currently a
deterrent to their use for longer journeys. The council will continue to promote the
take up and use of EVs and install further charging points as demand increases.
The council used to have a considerable number of electric and gas powered
vehicles in its fleet around ten years ago, but it became too costly to maintain
them and now most of the fleet is run on 30% bio-diesel. The council is currently
looking into ways to ‘green’ its fleet further, by possible use of EVs and other low
emission vehicles.
3.62 The council also actively supports car clubs, which are a means of reducing car
ownership and use by encouraging people to give up their car and only use a car
when absolutely necessary. Through the Smarter Travel Sutton project the council
has been working with Streetcar to develop the borough car club and promote it
alongside alternative forms of transport to the car, to make people think whether
their journey is really necessary or could be made more sustainably.
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3.63 The council has also been working with the South London Freight Quality
Partnership on a number of initiatives to address the environmental problems
caused by freight vehicles. In particular the council has been preparing a Delivery
and Servicing Plan (DSP) for its own activities, with a view to reducing their
environmental impact, and as a result of this work will be participating in an EUfunded project called Trailblazer to disseminate its DSP experience across
Europe.
3.64 Further interventions will be implemented through this Plan, as well as through the
planning system, which will seek to reduce vehicle related air pollution in the
borough and improve air quality.
Challenge 2.4 – Improving noise impacts
Outcome – Improving perceptions and reducing impacts of noise
3.65 Traffic noise is acknowledged to be one of the most serious environmental
problems after air pollution. In an urban area like Sutton, and in most of South
East England, it is now virtually impossible to escape from traffic noise and it is the
major component of background noise in the borough. Although noise from
individual vehicles has generally declined in recent years due to improved designs
of vehicles and roads, the sheer growth in the volume of traffic has meant that
overall noise levels have increased. Aircraft and helicopter noise is also an
increasing problem in the borough.
3.66 Traffic noise is a recognised environmental health issue and is something that can
affect people’s quality of life and health. Through the planning system the council
can seek to mitigate against traffic noise in the design and location of new
developments and through measures to reduce the use of motor vehicles. The
council’s Smarter Travel Sutton project and other transport schemes seek to
achieve a modal shift away from motor traffic and encourage the use of quieter
modes of transport, including electric vehicles and bicycles. Smoothing the traffic
and reducing vehicle speeds and aggressive driving can also have a beneficial
impact on traffic noise and the council will continue to promote these objectives.
Improving road surfaces can also reduce noise and the council will continue to
invest in road maintenance to achieve this.
3.67 The council will also continue to support the London Lorry Control Scheme (LLCS)
which restricts heavy goods vehicle (HGV) movements to main roads during the
night time and at weekends to avoid noise disturbance in residential streets. The
LLCS was established through the Greater London (Restriction of Goods
Vehicles) Traffic Order 1985, an environmental control measure to stop
unnecessary lorry movements disturbing the peace of Londoners at night and
weekends. It is enforced by London Councils on behalf of the 32 London
boroughs. The LLCS applies to vehicles over 18 tonnes in weight. Any vehicles in
that category must make the fullest use of a prescribed set of roads when
travelling in London at the times the restrictions are in force.
3.68 The council actively works with residents, businesses, developers and regional
partners to control levels of noise. It can also carry out noise level assessment
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and monitor construction site development to protect the amenity and the well
being of the borough.
Challenge 2.5 – Improving health impacts
Outcome – Facilitating an increase in walking and cycling
3.69 The mode of travel used can have a profound effect on health, with some modes
being ‘active’ and others ‘passive’. Active travel includes walking and cycling and
to a lesser extent using public transport as this often involves a walk or cycle at
either end and commonly involves the use of stairs at stations. The council,
through its Smarter Travel Sutton programme and working closely with the Sutton
and Merton Primary Care Trust (PCT), has been encouraging General
Practitioners to ‘prescribe’ active travel as part of patients’ treatment for conditions
such as heart and lung disease. The STS programme has also promoted the
health benefits of walking and cycling to the wider population as a means of
maintaining a healthy lifestyle as part of residents’ day to day activities. Much of
the emphasis of this Plan, particularly the Integrated Transport Packages, is on
encouraging and facilitating active and sustainable travel which will have beneficial
health impacts.
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GOAL 3 – IMPROVE THE SAFETY AND SECURITY OF ALL LONDONERS
Challenge 3.1 – Reducing crime, fear of crime and anti-social behaviour
Outcome – Reducing crime rates (and improving perceptions of personal
safety and security)
3.70 Crime and the fear of crime can act as a deterrent to people using the streets and
public transport, particularly at night, alone and on foot. It could mean people
choose to use their car or a taxi rather than walk, cycle or use public transport.
Therefore reducing fear of crime is an important part of enabling smarter travel
choices, one of the council’s key objectives.
3.71 The council will continue to play its part in reducing crime and fear of crime on the
streets by improving street lighting and visibility, installing CCTV cameras, and
improving the streetscape. Part of the fear of crime could result from the lack of
people using the streets and paths, particularly at night, and so encouraging more
people to walk and cycle could have the effect of making the public realm feel
safer.
3.72 TfL and the TOCs are also taking steps to improve the safety of public transport
by funding additional Police and Rail Community Safety Officers and CCTV
cameras.
Challenge 3.2 – Improving road safety
Outcome – Reducing the numbers of road traffic casualties
Challenge 3.3 – Improving public transport safety
Outcome – Reducing casualties on public transport networks
3.73 As a result of the growth in traffic levels in recent years, the borough’s roads have
become more congested and potentially more dangerous, particularly for
vulnerable road users such as pedestrians and cyclists. Against the background of
increasing traffic volumes and congestion in the borough, the council has
continued to implement a range of road safety measures, including targeted
remedial actions for casualty hotpots, and road safety campaigns. In addition to
targeted accident remedial schemes, for a number of years the council has been
implementing a programme of area-wide traffic calming and 20mph zone schemes
within residential zones. This programme is well advanced and is now being
incorporated into the council’s programme of Integrated Transport Packages and
corridor and neighbourhood schemes. These will be more holistic and innovative
schemes, designed to make the streets safer and more convenient for users of
sustainable transport. As part of this, consideration will be given to introducing a
borough-wide 20mph limit on residential roads, subject to police approval.
3.74 In addition, the council liaises with bus and rail operators and TfL to address
issues of safety and security on buses, trains and at railway stations. Many of the
stations in the borough now have ‘secure station’ status.
3.75 The council has been working towards meeting the national road safety targets of
a 50% reduction in the number of people killed or seriously injured, a 60%
reduction in the number of children killed or seriously injured and a 25% reduction
in the slight casualty rate by 2010 against the 1994-98 average. New Government
road safety targets are expected to be announced shortly.
3.76 Within the London Borough of Sutton in 2009 there were 57 casualties resulting in
death or serious injury. 483 casualties in total, represents a fall of 14% from the
previous year. Pedal cyclist casualties increased by 11%, however, pedestrian,
powered two-wheeler and car occupant casualties fell by 10%, 40% and 11%
respectively.
Table 3.1: Casualties in 2009 by severity (showing percentage change from 2008)
Sutton
Outer London
Greater
London
Fatal
3 (50%)
113 (1%)
184 (-10%)
Serious
54 (-25%)
1,563 (-8%)
3,043 (-8%)
Slight
426 (-13%)
14,201 (0%)
24,752 (1%)
Total Casualties
483 (-14%)
15,877 (-1%)
27,979 (-1%)
(Source: TfL London Road Safety Unit)
Table 3.2: Casualties in 2009 by type (showing percentage change from 2008)
Sutton
Outer
London
Greater
London
Pedestrians
Pedal
cyclists
76
(-10%)
2,604
(1%)
5,209
(2%)
42
(11%)
1,291
(16%)
3,669
(15%)
Powered
twowheelers
57
(-40%)
1,951
(8%)
4,501
(7%)
Car
occupants
267
(-11%)
8,758
(-5%)
12,048
(-8%)
Total
vehicle
occupants
407
(-15%)
13,273
(-1%)
22,770
(-1%)
Total
Casualties
483
(-14%)
15,877
(-1%)
27,979
(-1%)
(Source: TfL London Road Safety Unit)
GOAL 4 – IMPROVE TRANSPORT OPPORTUNITIES FOR ALL
LONDONERS
Challenge 4.1 – Improving accessibility
Outcome – Improving the physical accessibility of the transport system
Outcome – Improving access to services
3.77 The council has been implementing a local accessibility programme over recent
years to improve the physical accessibility of the borough’s streets. This has
predominantly involved dropping kerbs and providing ramps to assist users of
mobility scooters and baby buggies, and installing tactile paving for the visually
impaired. Other traffic and highway schemes also provide tactile paving and
improved crossing points wherever possible.
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3.78 The council has also been implementing an ongoing programme aimed at making
all bus stops fully accessible to all passengers, in particular to older residents,
disabled people, parents with buggies and others with mobility difficulties. The
programme started with route 280 and has continued with improvements on
routes 213,157,154 and 127. Currently (mid-2010) 72% of the borough’s bus
stops are fully accessible and it is expected that this will increase by at least 6% at
the end of the financial year 2010/11. Some of the borough’s bus stops are on
TLRN roads which are controlled by TfL, so the council will be encouraging TfL to
make these accessible as well so that disabled people are able to use the full bus
network.
3.79 The council will also continue to lobby Network Rail and the TOCs to make the
borough’s stations more accessible and will continue to implement station access
schemes around stations on land within its control. A station access scheme has
recently been implemented at Wallington station and a Step 1 bid has been made
to TfL for a similar scheme Hackbridge station. A recent bid by the council to the
DfT for Access for All funds for a level access path to platform 2 at Hackbridge
was unsuccessful but this scheme could be included in the station access scheme
for that station.
3.80 The council’s Community Services section work closely with a range of charitable
and voluntary organisations within the borough to maintain and expand the
provision of accessible community transport services for local residents and
groups, in particular disabled or elderly people, who would otherwise be prevented
from enjoying a full and independent role in the community. The council has well
established consultation mechanisms with the Sutton Seniors’ Forum and the
disability group SCILL (Sutton Centre for Independent Living & Learning).
3.81 Dial-a-ride and Taxi-card schemes operate in Sutton. These schemes are
principally aimed at people with severe disabilities who are unable to use
conventional public transport. Dial-a-ride provides a fully accessible, door-to-door,
mini-bus service for people who have difficulty accessing conventional public
transport and is available free of charge on request, subject to space being
available. The Taxi-card scheme provides subsidised taxi fares for people who are
registered disabled and who cannot use other modes of transport.
3.82 In common with Dial-a-Ride and the Taxi-card scheme, Sutton Community
Transport also provides door to door accessible transport services. Regular
‘flexible’ demand responsive shopping services enable a wide range of residents
to retain independent living in the community. Sutton Community Transport has a
significant number of elderly or disabled members who are consulted on travel
issues in Sutton.
Challenge 4.2 – Supporting regeneration and tackling deprivation
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Outcome – Supporting wider regeneration
3.83 A key council priority will be to implement further transport improvements within
the Beddington and Kimpton Industrial areas aimed at promoting the use of
sustainable transport, such as bus and tram services, as well as improving
accessibility to, and circulation within, these major employment sites for industrial
traffic, pedestrians and cyclists. The council has identified the need for extensive
improvement works on Beddington Lane, including improvements to footways,
cycleways, carriageways, bus-stops and pedestrian crossings, to facilitate
regeneration, prevent loss of established businesses and promote sustainable
transport and to promote the uptake of vacant industrial land in the area to boost
employment. Work on this scheme has commenced but further funding is required
to complete it.
3.84 Additional transport funding will also assist in bringing forward sustainable
transport schemes as part of the continuing regeneration of the Northern Wards
and at Roundshaw, South Beddington and Wallington, which are identified in the
CPS as the key community regeneration areas within the borough. The possible
extension of Tramlink into the borough to link Rosehill and Sutton Town Centre,
together with improved bus and rail links, are key to the borough’s future
economic development. A Tramlink extension would help to unlock the economic
and social regeneration potential of Rosehill district centre and the Northern
Wards as a whole, as well as assisting in the regeneration of the northern end of
Sutton Town Centre and creating improved access to and linkages between St.
Helier Hospital and St George’s Hospital in Tooting.
GOAL 5 – REDUCE TRANSPORT’S CONTRIBUTION TO CLIMATE CHANGE
AND IMPROVE ITS RESILIENCE
Challenge 5.1 – Reducing CO2 emissions
Outcome – Reducing CO2 emissions from ground-based transport,
contributing to a London-wide 60 per cent reduction by 2025
3.85 The council is committed to developing a cleaner, safer and less car-dominated
environment throughout the borough and has adopted a ‘One Planet Action Plan’
to address these issues.
3.86 As part of this commitment, in the late 1990s the council opened the UK's first
public electric vehicle charging point in the Gibson Road Car Park, central Sutton.
Owners of electric vehicles can obtain free electric charging from this point. Two
additional public electric vehicle charging points have recently been installed in
two other council-owned multi-storey car parks in Sutton as part of a wider South
West London (SWELTRAC) scheme but there is a charge for using these.
3.87 Parking is also free for electric vehicles in all pay and display bays within the
controlled parking zone and all council-owned surface car parks (controlled by pay
and display) within the borough.
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3.88 The council has previously used electric and gas powered vehicles for its own
fleet quite extensively, but due to the cost of servicing and maintaining these
vehicles it has had to revert to diesel and petrol vehicles. However most of the
current hired fleet uses 30% bio-diesel. As part of its One Planet Living Strategy
the council has adopted a target to reduce CO2 emissions from its fleet by 50% by
2017 and will therefore be looking at ways to further ‘green’ its fleet.
3.89 The council is also developing a Delivery and Servicing Plan for its own activities,
which will seek to adopt more sustainable delivery and servicing methods in order
to reduce CO2 emissions.
Challenge 5.2 – Adapting to climate change
Outcome – Maintaining the reliability of transport networks
3.90 The council recognises the challenges posed by climate change and its One
Planet Action Plan seeks to ensure that the borough reduces its CO2 emissions
and becomes more resilient to climate change. The council has also been
participating in a recent EU-funded project called GraBS to develop its strategy to
address climate change in collaboration with European partners.
3.91 As far as transport is concerned, the main impacts of climate change are likely to
be increased flooding caused by heavier and more concentrated bursts of rainfall;
damage to roads caused by colder winters with more ice and snow; damage to
trees and debris blown onto roads by stronger winds; and damage to road
surfaces caused by prolonged high temperatures and drought. The council will
continue to protect and put in place procedures to deal with the impact of climate
change on its road network and will expect TfL to do the same for the TLRN.
Wherever possible porous road and footway surfaces will be used to assist
drainage and measures will be taken to address those places on the highway
network that are prone to flooding such as under the railway bridge in Wallington.
3.92 Climate change related problems also impact on the operation of public transport,
both bus and rail based, and can cause widespread disruption. It is essential that
TfL, Network Rail and the TOCs take steps to make the public transport system
more resilient to extreme weather, particularly snow and ice.
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4.0 BOROUGH TRANSPORT OBJECTIVES
4.1
The council has adopted the following borough transport objectives for the STP:
1. Ensure that the borough transport network supports the local
economy and meets the current and future needs of the borough;
2. Reduce the need to travel through effective spatial planning;
3. Enhance transport accessibility and opportunity for all;
4. Improve the safety and security of all road users, particularly
users of sustainable transport;
5. Reduce dependence on the private car and enable smarter travel
choices, particularly by improving and encouraging greater use of
sustainable transport;
6. Reduce the harmful effects of transport on health and the
environment and mitigating its impact on climate change.
4.2
Table 4.1 below sets out how the borough transport objectives relate to the MTS
goals, indicators and high level outputs.
How the Borough Transport Objectives were Derived
4.3
The six borough transport objectives have been derived largely from the council’s
Sustainable Transport Strategy, adopted in 1999, which contained the following
six objectives:
1.
2.
3.
4.
5.
6.
Promoting awareness of the effects of travel and encouraging the use of
more sustainable forms of transport;
Reducing the need to travel;
Improving the accessibility and attractiveness of sustainable forms of
transport;
Reducing the dependence on, and attractiveness of, the car;
Improving the safety and security of road users, particularly passengers
on public transport, pedestrians and cyclists;
Reducing the harmful effects of transport on health and the environment.
4.4
These objectives have been adapted to form the new Sutton Transport Plan
objectives. In particular, they have been aligned with the MTS Goals so that they
can be clearly linked to the objectives of the MTS. The council has decided to
adopt high level, all-encompassing objectives which stand the test of time and can
be applied across the whole borough, rather than more specific or localised
objectives, as it considers these to be more appropriate for a borough-wide and
longer term plan.
4.5
In addition, Sutton’s new Sustainable Transport Policy and Action Plan ‘Enabling
Smarter Travel Choices’ has adopted the following objectives, which are also
reflected in the borough transport objectives:
•
To increase the level of walking, cycling and public transport in Sutton and
to ‘lock in’ the benefits of the Smarter Travel Sutton initiative, by making
substantive improvements to the quality of facilities for these modes and
offering a customer service support to help people make the best use of
them;
•
To support broader council policies to promote sustainability and to
strengthen the role of key District Centres;
•
To promote accessibility for Sutton residents, by making it easier to
access local services and facilities;
•
To engage residents and stakeholders in the development of sustainable
transport solutions, so that scheme designs reflect local aspirations and
public support for the policy is maintained and developed.
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Table 4.1: Relationship between Borough Transport Objectives, MTS Goals, Indicators and Outputs
1
2
Borough Transport Objectives
MTS Goals
(see below for
Goals)
Mayoral Indicators
Borough Indicators
MTS Outputs
(see below for
Outputs)
Ensure that the borough transport network
supports the local economy and meets the
current and future needs of the borough
Reduce the need to travel through effective
spatial planning
1
iii) Bus service
reliability
iv) Asset condition
i) Mode share
v) CO2 emissions
•
Traffic / pedestrian
flow
A,C,D
•
Traffic / pedestrian
flow
Children travelling to
school by car
Air quality
Traffic / pedestrian
flow
Children travelling to
school by car
A,D,F
2,4,5
•
•
3
Enhance transport accessibility and
opportunity for all
2,4,5
i) Mode share
•
•
4
Improve the safety and security of all road
users, particularly users of sustainable
transport
2,3
i) Mode share
ii) Road traffic
casualties
iv) Asset condition
5
Reduce dependence on the private car and
enable smarter travel choices, particularly
by improving and encouraging greater use
of sustainable transport
1,4,5
6
Reduce the harmful effects of transport on
health and the environment and mitigate its
impact on climate change
2,5
i) Mode share
ii) Road traffic
casualties
iii) Bus service
reliability
iv) Asset condition
v) CO2 emissions
i) Mode share
ii) Road traffic
casualties
iii) Bus service
reliability
iv) Asset condition
v) CO2 emissions
A,C,D
D
•
Children travelling
to school by car
A,C,D,E
•
•
Air quality
Children travelling
to school by car
A,C,D,E,F
Table 4.2: MTS goals, indicators and outputs
MTS Goals
1
2
3
4
5
Supporting economic development and population growth
Enhancing the quality of life for all Londoners
Improving the safety and security of all Londoners
Improving transport opportunities for all Londoners
Reducing transport’s contribution to climate change and improving its
resilience
MTS Mandatory Indicators
i
Mode share
ii
Road traffic casualties
iii
Bus service reliability
iv
Asset condition
v
CO2 emissions
MTS High Level Outputs
A
Cycle parking
B
Cycle superhighways
C
Electric vehicle charging points
D
Better streets
E
Cleaner local authority fleets
F
Street trees
Delivering the Borough Transport Objectives
4.6
Table 4.3 below sets out how the council will deliver each of the borough
transport objectives, both in terms of general measures and specific actions.
This table demonstrates that the council has in place a wide range of measures
and actions that together will seek to address the borough transport objectives,
and contribute towards meeting the targets set out in the Performance
Monitoring Plan.
4.7
More details about the specific schemes and interventions that the council
intends to implement during the period of the plan to achieve the borough
transport objectives are set out in the Delivery Plan.
- 54 -
Table 4.3: Delivery of Borough Transport Objectives
- 55 -
- 56 -
Policy Influences
4.8
Figure 4.1 below summarises the main national, regional and local policies and
strategies that have influenced or have a relationship with the Sutton Transport
Plan. The council has a long-standing reputation as a leading borough on
environmental issues, including sustainable transport, dating back to the early
1990s. As referred to above, the council was one of the first in London to
produce a Sustainable Transport Strategy in 1999, much of which is still
relevant today and is reflected in the new borough transport objectives. More
recently the council has been piloting a borough-wide smarter choices
programme called Smarter Travel Sutton aimed at changing travel behaviour by
encouraging a modal shift to sustainable transport. This has resulted in a new
Sustainable Transport Policy and Action Plan - ‘Enabling Smarter Travel
Choices’ - which sets out Sutton’s new approach to promoting smarter travel
through blending hard engineering measures and soft promotional activities.
More details on the local and regional policy influences are set out in Appendix
C.
- 57 -
Figure 4.1: Key Policy Influences
- 58 -
5.0 DELIVERY PLAN
Introduction
5.1 This section outlines the council’s programme of transport schemes and
interventions aimed at addressing the borough transport objectives and MTS
goals as set out above and the targets set out in the Performance Monitoring
Plan. It demonstrates how each of the proposed delivery actions will contribute
to the objectives.
5.2 The Delivery Plan sets out the council’s proposed programme of transport
investment for the period 2011/12 - 2013/14 based on the anticipated LIP
funding allocation from TfL and other funding sources. It also sets out a list of
potential interventions by area that the council would like to see implemented
should additional funding become available, as well as longer term proposals
beyond 2013/14. This longer list of schemes will identify where transport
improvements are required and funding for these schemes may be secured as
a result of new developments (Section 106 contributions / community
infrastructure levy) or other external sources of funding for transport
improvements. The Delivery Plan will be revised every three years to reflect the
new TfL funding allocation and a revised investment programme.
Funding Sources
5.3 TfL award funding to boroughs on an annual basis for transport improvements.
The funding regime has been changed so that annual awards are now made
according to a formula based on a number of fixed criteria such as borough
population, number of school pupils, number of employees, length of roads and
number of bus routes. Sutton has been disadvantaged under this formula due to
its relatively small size and low score on the criteria and has come out bottom of
the funding league apart from the City of London. This means that the borough
will receive a lower annual funding settlement for transport from TfL than
previous years. As a result, the council will have to reduce its transport
programme and fully utilise additional sources of funding for transport such as
Section 106 planning obligations, other external funding and the council’s own
revenue funds.
There are four main LIP programmes:
•
•
•
•
Corridors and Neighbourhoods
Smarter Travel
Maintenance
Major Schemes
5.4 Formula-based funding is allocated for the first two of these and the council can
bid for funding for the last two. TfL have listed the key outputs/outcomes of the
programmes as follows:
Corridors & Neighbourhoods - holistic schemes for key corridors and
neighbourhoods that address issues relating to the smoothing of traffic flow, bus
reliability, safety, cycling (inc cycle parking and cycle training), public realm and
- 59 -
removal of clutter, local area improvements, including controlled parking zones,
20 mph zones, and also work on Legible London, walking, reduction of street
clutter, and expansion of the number of electric charging points.
Smarter Travel - travel plans for schools, hospitals and businesses, travel
awareness initiatives - potentially integrating with corridor or neighbourhood
programmes.
Maintenance - bridge strengthening & assessment and principal road renewal.
Major Schemes – schemes costing over £1million, including shared space
projects and public realm improvements, highway improvements and former
area-based schemes, including station access and town centres.
5.5 Table 5.1 below shows TfL’s indicative funding to the council for Corridors and
Neighbourhoods and Smarter Travel for 2011/14. There is no preset allocation
for Maintenance and schemes are assessed by Transport for London on the
basis of the needs-based road and bridge condition surveys. Major Schemes
form a separate bid, which can be made at any time, and are assessed by TfL
on merit. TfL have indicated that they will also allocate £100k per borough for
use on local transport projects of their choice and there is no need to identify
schemes for this funding. However, the funds must be used for transport
schemes broadly consistent with the MTS.
Table 5.1: LIP Funding from TfL for Corridors & Neighbourhoods and Smarter
Travel (£000)*
Total
2012/13
Indicative
Funding
Total
2013/14
Indicative
Funding
Total
1,683
1,686
1,686
2011/2012
Corridors &
Neighbourhoods
1,466
Smarter
Travel
217
*excludes Maintenance, Major Schemes, Local Transport Funding & additional funding sources.
5.6 The section below sets out the council’s intended programme of transport
investment over the three years of the LIP and how it intends to fund this.
Additional sources of funding will be sought where possible, including Section
106 developer contributions and funding from other sources.
LIP Programme of Investment for 2011/12 – 2013/14
5.7 Table 5.2 sets out the council’s proposed investment in transport interventions
for the financial years 2011/12-2013/14 under each of the TfL LIP funding
categories, with an indication of other sources of funding where available.
5.8 The proposed interventions set out in Table 5.2 will be delivered by April 2014
(or 2020 for Beddington Lane Regeneration Scheme) unless they are ongoing
measures, e.g. Road Safety Education and Training. The interventions marked
with a double asterisk (**) are those considered to be ongoing for the
foreseeable future.
- 60 -
50
LIP Allocation
100
600
500
1200
S106
0
50
0
50
LIP Allocation
0
25
80
105
S106
0
0
0
0
LIP Allocation
150
150
160
460
S106
200
300
100
600
Cycle Training**
LIP Allocation
100
100
100
300
Borough wide bus stop accessibility
programme**
LIP Allocation
50
50
50
150
LIP Allocation
200
200
200
600
S106
30
30
30
90
Local Safety Schemes**
(Accident remedial measures at sites with
high accident statistics)
LIP Allocation
100
100
120
320
Local area accessibility**
LIP Allocation
16
20
29
65
Corridors & Neighbourhoods
Worcester Park Integrated Transport
Package*
Hackbridge Integrated Transport Package*
Beddington Lane Regeneration
Expansion of the borough cycle route
network**
- 61 -
Climate Change
0
Enabling Smarter Travel Choices
0
Safety & Security
50
Opportunities for All
S106
Reducing the need to travel
660
Econ. Devt & Pop. Growth
0
Borough Objectives
Climate Change
0
Opportunities for All
Total
660
Safety & Security
2013/14
LIP Allocation
Wallington Integrated Transport Package
MTS Goals
Quality of Life
Investment by Year (£000s)
2012/13
Programme Area
Econ. Devt & Pop. Growth
Funding Source
2011/12
Table 5.2: Breakdown of Proposed LIP-funded Investment by Category
9 9 9 9 9 9 9 9 9 9 9
9 9 9 9 9 9 9 9 9 9 9
9 9 9 9 9 9 9 9 9 9 9
9
9 9 9 9
9
9 9 9 9
9
9
9 9 9
9
9
9 9
9
9
9
9
9 9
Public transport schemes**
(Bus priority, station access and
interchange)
LIP Allocation
40
60
70
170
S106
30
30
30
90
LIP Allocation
30
40
40
100
S106
40
10
10
60
LIP Allocation
0
100
100
200
S106
0
50
50
100
LIP Allocation
20
24
20
64
LBS Capital
30
40
40
110
LIP Allocation
146
6
146
9
146
9
4404
Other
380
510
260
1150
Education, Training & Publicity**
LIP Allocation
16
16
16
48
9 9
School Travel Programmes (STP’s and
Safe Routes to School Engineering
Works)**
LIP Allocation
98
98
98
294
9
Workplace Travel Plans **
LIP Allocation
37
37
37
111
Travel Awareness **
LIP Allocation
66
66
66
198
206
3
219
6
194
6
651
Walking**
Home Zones, 20 mph zones**
Controlled Parking Zones, Traffic
Management, Waiting & Loading
Restrictions and Parking Review**
Smarter Travel **
Sub Totals
Integrated Transport Total
- 62 -
9
9
9 9
9
9
9
9
9 9
9
9
9
9
9 9
9 9
9
9
9
9 9 9
9
9
9 9
9 9
200
0
200
Malden Road & Cheam Common Road
LIP Allocation
0
0
300
300
Bridge Assessment & Strengthening
Hackbridge Railway Bridge Reconstruction
(Strengthening)
Assessments
LIP Allocation
200
0
0
200
LIP Allocation
20
20
20
60
Maintenance
LIP Allocation
120
360
200
680
640
580
520
1740
Maintenance Total
- 63 -
Maintenance
9
9
9
9
9
9
9
9
9
9
9
9
Climate Change
0
Principal Road Maintenance
Enabling Smarter Travel Choices
LIP Allocation
Safety & Security
Brighton Road
Opportunities for All
300
Reducing the need to travel
0
Econ. Devt & Pop. Growth
0
Borough Objectives
Climate Change
Total
300
Opportunities for All
2013/14
LIP Allocation
Safety & Security
2012/13
London Road, Hackbridge
MTS Goals
Quality of Life
Investment by Year (£000s)
Econ. Devt & Pop. Growth
Funding Source
2011/12
Programme Area
32.7
32.7
Cheam North & Worcester Park Area
Committee
LIP Allocation
16.9
16.9
Sutton Area Committee
LIP Allocation
16.5
LIP Allocation
LIP Allocation
South Sutton, Cheam, Belmont Area
Committee
St Helier, The Wrythe & Wandle Valley Area
Committee
Local Transport Funding Total
32.7
9
9
16.9
50.7
9
9
16.5
16.5
49.5
9
9
15.7
15.7
15.7
47.1
9
9
17.8
17.8
17.8
53.4
9
9
100
100
100
300
- 64 -
Climate Change
32.7
9
9
Enabling Smarter Travel Choices
LIP Allocation
Safety & Security
Carshalton & Clockhouse Area Committee
Opportunities for All
66.6
Reducing the need to travel
22.2
Econ. Devt & Pop. Growth
22.2
Borough Objectives
Climate Change
Total
22.2
Opportunities for All
2013/14
LIP Allocation
Safety & Security
2012/13
Beddington & Wallington Area Committee
MTS Goals
Quality of Life
Investment by Year (£000s)
Econ. Devt & Pop. Growth
Funding Source
2011/12
Local Transport Funding
Programme Area
500
0
100
S106
0
50
0
50
Sutton Town Centre Integrated Transport
Package*
LIP Allocation
0
0
S106
0
0
100
0
155
0
Major Schemes Total
TBC
***
100
100
TBC***
Climate Change
500
LIP Allocation
Hackbridge Integrated Transport Package*
Enabling Smarter Travel Choices
500
Safety & Security
0
Opportunities for All
500
Reducing the need to travel
0
S106
Econ. Devt & Pop. Growth
1000
Borough Objectives
Climate Change
0
Opportunities for All
500
Safety & Security
Total
500
Quality of Life
2013/14
LIP Allocation
MTS Goals
Econ. Devt & Pop. Growth
Investment by Year (£000s)
2012/13
Worcester Park Integrated Transport
Package*
Funding Source
2011/12
Major Schemes
Programme Area
9 9 9 9 9 9 9 9 9 9 9
9 9 9 9 9 9 9 9 9 9 9
9 9 9 9 9 9 9 9 9 9 9
100
2650
* The Integrated Transport Packages will be funded through the Corridors & Neighbourhoods programme if unsuccessful as a Major Scheme bid. If
successful, an alternative District Centres will be substituted in the Corridors & Neighbourhoods programme.
** Interventions considered to be ongoing for the foreseeable future.
*** The exact costs of the Sutton Town Centre package will depend on the extent of the proposals taken forward (See Appendix B).
- 65 -
Commentary on LIP Programme of Investment
5.9 This section provides a commentary on the council’s general approach under each
of the LIP categories and sets out possible measures. More details of each
individual scheme or intervention are provided in the Annual Spending
Submission, to be submitted to TfL each October.
Corridors and Neighbourhoods
5.10 Corridors are lengths of road and their immediate hinterland, and are basically
linear corridors that are identified for a comprehensive route-based treatment.
Junction and spot treatments can be implemented on corridors but generally the
whole route should be treated holistically.
5.11 Neighbourhoods are discrete zones encompassing both residential areas and
town or local centres and generally cover the areas between the main road
corridors.
5.12 For many years the council has been implementing a neighbourhood-based
approach to traffic calming which has addressed traffic and road safety problems
on a zonal basis across the borough. Most of these zones have now been ‘treated’
with traffic calming measures. For the purposes of the neighbourhood-based
approach the borough was divided into forty discrete zones, generally bounded by
the main roads and ward boundaries. For the purposes of developing future
transport schemes it is proposed to define each ward as a neighbourhood,
although these could be broken down into smaller, more discrete, neighbourhoods
for implementation purposes. These neighbourhoods will be the focus of a holistic
approach to transport interventions in the future, although with the limited funding
available such interventions will have to be relatively small scale. Priority will be
given to areas that have not been treated under the previous area-based traffic
calming programme, and where new development is likely to be taking place. Such
areas may be considered appropriate for the introduction of ‘home zones’ or
20mph zones.
5.13 The council has adopted an area-based, or neighbourhood, approach to transport
interventions with its Integrated Transport Packages, which is described in more
detail below. Corridors will also be addressed as funding allows, particularly where
they form part of the ITPs, although with limited funding outside the ITP areas the
scope for major corridor improvements is limited. For the purposes of the LIP, the
council has elected to use the borough road hierarchy as the basis for identifying
corridors. Therefore the primary focus for the corridors approach will be London
Distributor (Tier 2) and Borough Distributor (Tier 3) roads linking the ITP areas, but
will also take into account other bus routes, air quality management areas, key
cycle routes and accident locations. These corridors, together with the integrated
package areas, are shown in Figure 5.1.
5.14 TfL control the TLRN or ‘red routes’ which form Tier 1 – the Strategic Road
Network and will be developing their own corridor programme for these routes,
which is summarised below. The council will work closely with TfL on this
programme, in particular on key junctions where a red route intersects a main
borough road, and where appropriate will put forward joint schemes for
implementation.
5.15 The corridor approach will also be applied to key bus routes that are not on these
roads and key borough and strategic cycle routes, including the Wandle Trail.
5.16 Overall, a holistic ‘better streets’ approach will be applied, alongside measures
aimed at ‘smoothing traffic flow’ while also benefiting cyclists and pedestrians.
Appendix B lists typical measures and interventions that the council will implement
on corridors and in neighbourhoods.
Integrated Transport Packages
5.17 The main focus for the council’s transport investment over the period of this plan
will be implementing a series of Integrated Transport Packages in the borough’s
town centres and their immediate hinterland (800m ‘ped-shed’ zones), which will
take in some of the neighbourhood areas. This approach forms the basis of
Sutton’s new Sustainable Transport Policy ‘Enabling Smarter Travel Choices’ (see
Appendix D) which aims to ‘lock-in’ the benefits of the Smarter Travel Sutton
project. Figure 5.1 shows these town centres and an 800 metre ‘ped-shed’ zone
around them that will be covered by the packages in turn over a ten year period. In
some cases, where centres are close together, they have been merged into one
package, while others will overlap. Wallington is currently being addressed, to be
followed by Worcester Park / North Cheam and Hackbridge / Rosehill. More
details on the council’s programme of Integrated Transport Packages are provided
on page 67.
5.18 A brief description of the specific corridor and neighbourhood schemes proposed
for implementation as part of the core LIP programme is provided below.
Scheme Assessment Methodology
5.19 As shown in Table 5.2 above, schemes have been assessed according to whether
they meet the Mayor’s Transport Strategy Goals and the Borough Transport
Objectives. In order to prioritise schemes a more sophisticated scheme
assessment methodology will be developed that scores schemes against the
following criteria:
A) Policy Fit
– contribution to MTS Goals and Outcomes
- contribution to LIP Objectives and Targets
B) Scale and value for money
– scale of problem being addressed or area of treatment
– scale of impact of measure
– cost versus benefit / best use of resources
C) Deliverability
- availability of funding
- political / public acceptability
- technical / practical feasibility
- risk
- 67 -
Integrated Transport Packages
The council’s programme of Integrated Transport Packages is based on its new Sustainable
Transport Policy and Action Plan – Enabling Smarter Travel Choices. This Policy builds on the
three-year Smarter Travel Sutton behavioural change project which was highly acclaimed and
won many awards.
The Integrated Transport Package approach is designed to integrate ‘hard’ and ‘soft’ transport
measures and provide infrastructure and services that make walking, cycling and public
transport the easiest and most natural choices for the majority of Sutton residents’ local
journeys. Alongside the infrastructure improvements, Smarter Travel Sutton will continue with its
marketing and promotional work to provide a high quality customer service for users of these
sustainable modes.
This approach fits perfectly with Mayoral and borough transport policy and reinforces and
supports wider local planning policy and the council’s corporate objectives of promoting
sustainability. The council believes it is the most cost effective way of using scarce resources to
meet the objectives of the LIP and MTS. The approach is based on the following five key
strands:
1.
2.
Targeting trips where sustainable travel modes should be the first choice –
this examines the type of trips that are currently being made by sustainable
modes and those which should be, and seeks to understand and address the
barriers that are stopping people from adopting these modes.
Local destination-based focus – this focuses on improving travel options for
the short local trips to key destinations that could easily be made by sustainable
modes. The approach focuses on an 800 metre ’ped-shed’ zone around each
district centre.
3.
A customer service approach – this element continues the Smarter Travel
Sutton approach of promoting and offering advice on sustainable travel choices,
thus enabling smarter travel choices. It aims to offer a level of customer service
to users of sustainable modes that is as good as that which car drivers get.
4.
Community participation in developing solutions – this aims to engage
communities in developing a vision for their area and in the design of sustainable
transport measures. By asking communities what would encourage and enable
them to walk, cycle and use public transport more often, people can feel
ownership towards the schemes that are developed, and enable better schemes
to be progressed more effectively.
A longer term approach – this aims to embed the new Policy as a long term
approach to transport policy in the borough, to encourage residents and
stakeholders to see the bigger picture about what the Policy is trying to achieve
rather than viewing each scheme in isolation.
5.
Pilot – Wallington Integrated Transport Package
The Integrated Transport Package approach is currently being piloted in Wallington before
being rolled out to the other district centres in the borough. This is a three year pilot project
which started in 2009/10 and is continuing until 2011/12. Extensive consultation was carried out
by consultants JMP during 2009/10, and draft designs are currently being drawn up for a
second round of public consultation in summer 2010, before final plans are drawn up ready for
implementation in 2011. More details on the proposed measures to be implemented in
Wallington are set out in the Delivery Plan.
Smarter Travel
5.20 Smarter Travel is one of the council’s key priorities, having been the subject of the
successful three-year Smarter Travel Sutton project from 2006-2009 (more details
of which are set out below). The council intends to remain at the forefront of the
smarter travel agenda and incorporate this work into its mainstream transport
programme. Therefore a significant proportion of the council’s LIP funding will be
devoted to smarter travel interventions, which have been proven to achieve results
in terms of modal shift, reducing congestion and air pollution and encouraging
active travel. Smarter travel ‘soft’ work complements the ‘hard’ physical
engineering measures, including the integrated transport packages, by
encouraging a modal shift towards sustainable transport.
5.21 Smarter travel interventions during the period of the STP will include:
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Move it at The Manor annual summer festival in Sutton,
Community roadshows promoting smarter travel at events etc,
Maintaining the Smarter Travel Sutton website,
Ambient advertising,
Cycle roadshow and cycling promotion,
Cycle training for adults and children,
Promoting car clubs,
Car free day promotions,
School travel plan work
Workplace / business travel plan work (including the council’s own travel
plan),
Road safety education, training and publicity,
School visits by Helen Young (ex-BBC weather presenter) to talk about
climate change
Promoting greener driving techniques
Promoting zero and low emission vehicles (including greening the
council’s fleet),
Implementing the council’s Delivery and Servicing Plan and participation in
EU Trailblazer project
Maintenance
5.22 Well-maintained roads, bridges and footways are vital to enable the efficient and
safe movement of people around the borough. The MTS highlights the importance
of clearing the backlog of maintenance where it is most needed, to prevent further
and more serious damage to the road network.
5.23 The objective of the maintenance programme is to bring all Sutton’s principal
roads, bridges and footways up to a good state of repair.
5.24 To ensure that the principal road network does not fall into structural disrepair, a
corresponding revenue maintenance programme is necessary. The current
revenue funding prioritises areas of the principal road network with emergency
hotspots and insurance claims. Maintenance of the remaining borough road
network is also funded by the council’s revenue funds.
Smarter Travel Sutton
Background
The Smarter Travel Sutton (STS) three year behaviour change programme was launched in
September 2006. Its aim was to test whether the approach of using marketing and travel
planning techniques could lead to a reduction in the use of the car by local residents.
The STS programme was allocated a £5million budget by Transport for London and delivered
together in partnership with a core delivery team based within the borough.
The main target was to achieve 5% point reduction in the mode share of residents’ use of the
car (baseline 58%). The programme was evaluated using both quantitative and attitudinal
methods, including automatic traffic and cycle counters and household telephone surveys
using a control area in a neighbouring borough.
What is Smarter Travel Sutton and how was it delivered?
The programme involved a wide range of travel planning tools and social marketing techniques
to achieve its goals.
Over 50 individual projects were delivered which were considered to cover a wide audience
and influence people in a combination of ways. Some targeted people at home, in their
workplace or schools, during their shopping trips and through leisure and recreational activities,
with ambient advertising occurring in the background through a variety of media channels. The
intention was to create specific interventions for a wide range of people, with a consistent
message of ‘swap your car once a week’ being applied in many different forms.
Key elements of the programme included:
•
•
•
•
•
•
•
•
•
•
Personal Travel Planning – every household visited and offered tailored advice
and information on local travel options. This involved a team of 25 casual staff
over a 6 month period, reaching over 2/3 of borough households.
School Travel Planning – all 68 borough schools developed a School Travel
Plan including measures to reduce car use to school.
Workplace Travel Plans – over 100 businesses (with a combined staffing of over
16,000 people) developed a Workplace Travel Plan.
Direct Marketing techniques offering residents discounts and vouchers for cycle
purchases, bicycle maintenance, smart water security marking kits etc.
Major festivals, events and roadshows attracting over 20,000 residents in all.
Projects to encourage people to shop locally and be rewarded for travelling
sustainably.
Projects to reduce car travel to gyms, leisure centres and children sports
activities.
Additional cycle parking – over 220 new stands installed.
Additional cycle training for adults and children – now free for all residents.
Dedicated website containing links to specific projects and offering general
travel advice and information attracting over 1,000 unique visitors each month.
Results
Cycling in Sutton grew by 75% over the 3 year period (see Figure 1). There is also evidence of
an upward trend in cycling in the control area (in Croydon) and on the Transport for London
Road Network (TLRN). However, the upward trend in Sutton is substantially steeper,
suggesting that STS may have built on, and accelerated, an underlying trend.
Figure 1: Indexed cycling levels (weekdays) – Sutton, Control and TRLN London
Figure 2: Mode share in Sutton before (left) and after (right) Smarter Travel Sutton
Other significant results include:
•
•
•
•
•
•
Car use by residents has fallen by 6%.
16% Growth in bus passengers
5% Reduction in the number of pupils making car/car share trips to school
3% Increase in the mode share of walking since the baseline year
27,000 Residents attending STS events in Sutton in the year
16,350 Employees now working in organisations with Workplace Travel Plans
- 72 -
5.25 Prioritisation of principal roads for maintenance is based on the Detailed Visual
Inspection Condition Index (DVI CI) as follows:
•
•
•
•
0 to 30 - good state of repair or few significant defects;
30 to 50 - requires resurfacing, patching or surface treatment;
50 to 70 - urgent need for resurfacing to prevent major works;
70 + - Need for structural maintenance/reconstruction.
5.26 Principal road maintenance during the period of the STP will focus on London
Road, Brighton Road, Malden Road and Cheam Common Road.
5.27 The council is currently finalising a Highway Asset Management Plan (HAMP),
which has been populated from a generic framework document developed jointly
by eight south-London boroughs - Bexley, Bromley, Croydon, Greenwich,
Kingston, Lewisham, Merton and Sutton. This consortium approach to developing
a HAMP allows great opportunity for collective learning, benchmarking and sharing
best practice.
5.28 The council will continue its existing bridge strengthening programme, funded by
TfL, in partnership with the Local Bridge Engineers Group (LoBEG) and the
appropriate responsible body. Prioritisation of the subsequent bridge strengthening
programme is co-ordinated through LoBEG. If the need for bridge strengthening is
established, a three step process is followed:
•
•
•
A bridge strengthening feasibility study is carried out;
A bridge strengthening design process is undertaken to design and
estimate the costs of any works that are needed; and
If the estimates are approved, implementation begins.
5.29 The Delivery Plan includes the completion of the Hackbridge London Road rail
bridge reconstruction and a number of bridge and other structure inspections.
Major Schemes
5.30 Bids will be made under the Major Schemes category for Integrated Transport
Packages in Worcester Park, Hackbridge and Sutton. Step 1 bids were submitted
in early 2010 for Worcester Park and Hackbridge but were unsuccessful in the first
round. However, these will be revised and resubmitted.
Delivery of the Mayor’s High Profile Outputs
5.31 The Mayor has identified six high profile outputs in the MTS that all boroughs must
contribute to and report on. The following commentary sets out how the council will
respond to these.
Cycle Parking
5.32 The council has been implementing an extensive cycle parking programme over
the last ten years or so and the borough now has a reasonably good level of
provision, including over 200 new stands installed as part of the Smarter Travel
Sutton project. However there is still a need for additional cycle parking provision
in some locations and for the replacement of some ageing, unsuitable or damaged
stands. As part of the STS project a study was carried out by a cycling consultant
into cycle parking provision and this identified areas of deficiency. The council will
allocate £10,000 per annum from its LIP allocation to install further cycle parking in
areas of deficiency, taking on board suggestions from local cyclists.
5.33 The council also requires cycle parking provision as part of new developments,
through the development management process, and this must comply with the
council’s LDF cycle parking standards.
Cycle Superhighways
5.34 There are no proposed cycle superhighways in the borough. The nearest one
starts at South Wimbledon and goes to Bank in the City. The council, in
conjunction with the London Borough of Merton, will consider providing feeder
routes to link up with this cycle superhighway and will support them through other
cycling measures such as provision of cycle parking and training.
Electric Vehicle Charging Points
5.35 The council installed the first public electric vehicle (EV) charging point in one of its
town centre multi storey car parks in Sutton in the late 1990s as part of the EU
ZEUS project. Also as part of the ZEUS project, the council used to have a
number of electric vehicles in its fleet, but these became uneconomical to maintain
once the batteries expired. More recently, as part of a SWELTRAC initiative, in
2008 the council has installed two new EV charging points in two of its other multi
storey car parks in Sutton. However usage has been very low due to the limited
ownership of EVs in the borough and Outer London in general. The council is keen
to see an expansion in the ownership and use of EVs and will consider installing
further EV charging points in the future as demand increases. The council will also
work closely with employers and developers through the travel planning process to
encourage them to provide charging points at existing and new developments, in
order to encourage the take up of EVs.
Better Streets
5.36 The council supports the ‘better streets’ agenda and will implement schemes that
reflect these principles wherever possible, as well as requiring developers to
design them into new developments. The council is currently implementing a town
centre renewal project in Sutton Town Centre, funded by TfL and developer
contributions, that is seeking to implement ‘better streets’ principles by improving
surfacing and introducing new street trees, seating, cycle parking, lighting and
entertainment areas as well as better pedestrian access and crossing points.
Better streets principles will also be applied in each of the council’s Integrated
Transport Packages, starting with Wallington. Where appropriate, the council will
consider introducing ‘shared space’ or ‘shared surfaces’ to change the balance of
priorities away from motor vehicles towards pedestrians and cyclists. Guard railing
and other street clutter will also be removed where appropriate. Outline design
principles on ‘better streets’ are included in Appendix B.
Cleaner Local Authority Fleets
5.37 As referred to above, the council had a significant number of EVs in its fleet, as
well as Liquid Petroleum Gas (LPG) powered vehicles, in the late 1990s and early
2000s. These vehicles were leased and became uneconomical to maintain and
- 74 -
operate, so were replaced with petrol and diesel powered vehicles. More recently
the council has adapted most of its fleet to run on 30% bio-diesel from sustainable
sources, which has significant environmental benefits. The council is currently
carrying out a review of its fleet services and will consider further ways to ‘green’ it
fleet as part of this process.
Street Trees
5.38 Sutton is known for being a ‘green borough’ and one of the reasons for this is its
abundance of mature street trees, which number approximately 21,000. These
trees significantly enhance the borough’s streets, providing greenery, habitats and
food for wildlife, shade and a ‘sink’ for CO2, thus making a contribution to
combating climate change. The council’s Tree Strategy and Action Plan sets out
how it will manage and enhance the borough’s street trees, including planting new
trees where possible. There are, or course, significant maintenance issues and
costs associated with street trees, including damage to footways and property, and
footway and highway obstruction. Developers are encouraged to plant trees as
part of new developments. The council has recently planted a number of new trees
in Sutton High Street as part of its renewal scheme, and is also installing a ‘green
wall’ as part of this scheme.
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Non LIP-Funded Programme of Investment
5.39 Table 5.3 below sets out the council’s non-LIP funded programme of investment for the period of the LIP, mainly using Section 106
developer contributions secured through planning obligations, but also the council’s own revenue funding for highway maintenance,
and other sources. This list is not exhaustive and additional schemes and interventions may arise during the period of the plan as
further funding becomes available and new problems or issues are identified. A list of further potential but currently unfunded transport
schemes for each Local Committee area is listed in Appendix B. Table 5.4 below lists all currently funded schemes by Local
Committee area and those which are borough-wide.
Table 5.3: Non LIP-funded Investment Programme
Scheme
Queen Mary’s / Orchard Hill
site – traffic calming
Royal Marsden Hospital –
sustainable transport
Albion Road, Sutton – general
highway or transport
improvements
Sutton Common Road –
traffic calming
Sutton Town Centre – car
parking / transport
improvements
Sutton Town Centre – public
transport improvements
Sutton Town Centre – Car
Clubs
Funding
Source
S106
Funding available
£40k
Year of
Implementation
2011/12
Borough
Objectives met
4,5
MTS Goals
met
2,3
MTS High Level
Outputs met
D
S106
£19k
2011/12
3,4,5,6
2,4,5
A,C
S106
£14k
2011/12
1,4
1,2,4
D
S106
£15k
2011/12
4,5
2,3,5
D
S106
£26k
2011/12
1,3
1,2,4
D
S106
£129k
2010/11
1,3,5,6
1,2,3,4,5
-
S106
£23k
2010/11
1,3,5,6
1,2,4,5
E
Scheme
Grove Road, Sutton – general
highway or transport
improvements
Langley Avenue – traffic
calming
London Road, North Cheam –
public transport provision and
environmental improvements
The Hamptons – parking
restrictions, cycle way, CPZ
consultation
Worcester Park – public
transport initiatives
Reactive maintenance
Funding
Source
S106
Funding
available
£10k
Year of
Implementation
2010/11 – 2011/12
Borough
Objectives met
1,2
MTS Goals
met
1,2,4
MTS Outcomes /
Outputs met
D
S106
£30k
2010/11 – 2011/12
4
2,3
D
S106
£8k
2010/11 – 2011/12
1,3,5,6
1,2,4,5
D,F
S106
£48k
2010/11 – 2011/12
3,4,5
1,2,3,4
D
S106
£9k
2011/12 – 2013/14
1,3,5,6
1,2,3,4,5
-
LBS
Revenue
£1000k –1011/12
£1050k – 2012/13
£1000k – 2013/14
£200k – 2011/12
£210k – 2012/13
£220k – 2013/14
£600k – 2011/12
£630k – 2012/13
£670k – 2013/14
£600k – 2011/12
£630k – 2012/13
£670k – 2013/14
2011/12 - 2013/14
1,4
1,4
D
2011/12 - 2013/14
1,4
1,4
D
2011/12 - 2013/14
1,4
1,4
D
2011/12 - 2013/14
1,4
1,4
D
Micro Asphalt
LBS
Revenue
Carriageways
LBS
Revenue
Footways
LBS
Revenue
- 77 -
Table 5.4 Locally-specific schemes by Local Committee Area (2011/12-2013/14)
Local Committee Scheme
Details
Beddington and
Wallington
St. Helier, The
Wrythe and
Wandle Valley
Wallington Integrated Transport Package
Beddington Lane Improvement Scheme
(S106 / LIP)
Hilliers Lane road bridge
Plough Lane footbridge
Therapia Lane Culvert
Manor Road retaining wall
Local Transport Funding
Hackbridge Integrated Transport Package
London Road resurfacing
Carshalton and
Clockhouse
Reconstruction of London Road railway
bridge at Hackbridge
Goat Road (east) road bridge
Local Transport Funding
Bus priority measures – Route 154
Bus priority measures – Route 154
Local Transport Funding
Queen Mary’s / Orchard Hill site – traffic
calming
A package of measures to improve access to Wallington
district centre by sustainable modes of transport and to
improve the public realm
Carriageway widening, improved drainage and lighting,
improved footways and cycleways
Maintenance of road bridge
Maintenance of footbridge
Maintenance of culvert
Maintenance of retaining wall
Scheme details yet to be identified
A package of measures to improve access to Hackbridge
district centre by sustainable modes of transport and to
improve the public realm
Principal road carriageway resurfacing between Longfield
Avenue and bridge
Completion of bridge scheme
Bridge strengthening and assessment
Scheme details yet to be identified
Park Hill and Beeches Avenue – parking restrictions to
improve bus movement and reliability
Westmead Road by Carshalton Grove – parking
restrictions to improve bus movement
Scheme details yet to be identified
Traffic calming measures and cycle route improvements
to new school
- 78 -
Indicative
funding *
£710,000
Funding
Source
LIP / S106
£1,060,000
LIP / S106
£10,000
£25,000
£8,000
£12,000
£66,600
£210,000
LIP
LIP
LIP
LIP
LIP
LIP / S106
£150,000
LIP
£200,000
LIP
£9,000
£53,400
£20,000
LIP
LIP
LIP
£6,000
LIP
£32,700
£40,000
LIP
S106
Local Committee
Scheme
Details
Sutton South,
Belmont and
Cheam
Cycle route improvements – Devonshire
Avenue
Contra-flow cycle lane to allow two-way cycling in one way
street, and improve cycle access to school
Cycling and pedestrian improvements –
Grange Vale
Cycle route improvements - Cheam
Improve access through under railway bridge for
pedestrians and cyclists
Modify Traffic Order to allow cycling in short section of
Park Lane near Malden Road where it is currently banned
Measures to reduce casualties
Sutton
Accident remedial measures – Malden
Road by Park Road, Cheam
Grange Vale railway bridge
Homeland Drive railway bridge
Local Transport Funding
Royal Marsden Hospital – sustainable
transport improvements
Albion Road, Sutton – general highway or
transport improvements
Accident remedial measures – St. Nicholas
Way
Brighton Road - maintenance
St. Nicholas Way / Civic Offices pedestrian
underpass
Local Transport Funding
Sutton Town Centre – car parking /
transport improvements
Sutton Town Centre – public transport
improvements
Sutton Town Centre – Car Clubs
Benhill Wood Road area– traffic calming
Grove Road, Sutton – general highway or
transport improvements
Indicative
funding *
£41,000
Funding
Source
LIP
£30,000
LIP
£5,000
LIP
£30,000
LIP
Bridge maintenance
Bridge maintenance
Scheme details yet to be identified
Scheme details yet to be identified
£12,000
£17,000
£47,100
£19,000
LIP
LIP
LIP
S106
Scheme details yet to be identified
£14,000
S106
Measures to reduce casualties outside UCI cinema
£30,000
LIP
Resurfacing
Maintenance of subway
£200,000
£14,000
LIP
LIP
Scheme details yet to be identified
Scheme details yet to be identified
£49,500
£26,000
LIP
S106
Scheme details yet to be identified
£129,000
S106
Scheme details yet to be identified
Scheme details yet to be identified
Scheme details yet to be identified
£23,000
£15,000
£10,000
S106
S106
S106
- 79 -
Local Committee
Scheme
Details
Cheam North
and Worcester
Park
Worcester Park Integrated Transport
Package
Re-route S3 bus through Kimpton Industrial
Park
Pembury Avenue road bridge
Central Road culvert
Central Road retaining wall
Malden Road and Cheam Common Road
Local Transport Funding
Langley Avenue – traffic calming
London Road – public transport provision
and environmental improvements
The Hamptons, Worcester Park – parking
restrictions, cycle way, CPZ consultation
Worcester Park – public transport initiatives
A package of measures to improve access to Worcester
Park district centre by sustainable modes of transport and
to improve the public realm
Complete scheme including bus gate and new bus stops
Indicative
funding *
£1,250,000
Funding
Source
LIP /
S106
£20,000
LIP
Bridge maintenance
Assessment of culvert
Maintenance of retaining wall
Principal Road Maintenance
Scheme details yet to be identified
Scheme details yet to be identified
Scheme details yet to be identified
£7,000
£10,000
£6,000
£300,000
£50,700
£30,000
£8,000
LIP
LIP
LIP
LIP
LIP
S106
S106
Cycle route to Buckland Way and parking restrictions /
CPZ
Scheme details yet to be identified
£48,000
S106
S106
* Budget over three year LIP period – may not reflect total scheme cost and LIP funding not guaranteed for 2012/13 and 2013/14
Borough-wide funded schemes
Scheme
Complete bus stop accessibility programme
Borough Cycle Network – improvements and expansion
Cycle training
Cycle parking
Local area accessibility and footway improvements
Public rights of way upgrade / walking improvements
Details
Make all bus stops on borough roads fully accessible to assist
disabled users and those with children in buggies.
Provide new and improve existing cycle routes in the borough,
review and upgrade signing, and minor improvements
Train adults and children cycle roadcraft and safety
Provide new cycle parking stands in public places
Review all junctions and crossing points for accessibility and
improve dropped kerbs / provide improved crossings, and
improve footways and pedestrian routes
Implement improvements to footpaths as identified in the Public
Rights of Way Improvement Plan & walking schemes
- 80 -
Indicative
funding *
£150,000
Funding
Source
LIP
£750,000 **
LIP / S106
£300,000
£30,000
£65,000
LIP
LIP
LIP
£170,000
LIP / S106
Scheme
Details
20mph zones / Home Zones
Implement further 20mph zones and / or home zones and
investigate the feasibility of a borough-wide 20mph limit on all
minor residential roads (local access roads)
Parking controls, loading bays and traffic management as
required to improve traffic flow and rationalise parking
Continue to implement School Travel Plans and Safer Routes
to Schools schemes.
Plans to encourage and facilitate sustainable transport
Promotional campaigns and events to raise awareness about
the benefits of sustainable travel
Road safety campaigns and education
Controlled Parking Zones / Parking and Loading
Schemes and Traffic Management
School travel Plans / Safer routes to schools
Workplace Travel Plans
Travel Awareness
Education, Training and Publicity
* Funding over three year LIP period – may not reflect total scheme cost and LIP funding not guaranteed for 2012/13 and 2013/14
** May include some specific schemes identified for each Local Committee Area
- 81 -
Indicative
funding *
£300,000 **
Funding
Source
LIP / S106
£174,000
LIP / LBS
£294,000
LIP
£111,000
£198,000
LIP
LIP
£48,000
LIP
Commentary on Non-LIP funded Programme of Investment
5.40 The non LIP-funded programme of investment is largely funded through Section
106 developer contributions secured through planning obligations (S106
agreements). S106 contributions are generally provided for specific purposes
related to a new development and the purpose for which they can be used is set
out in the agreement. In the past this has sometimes not been scheme specific,
e.g. “improving sustainable transport in the borough”, but more recently the
Government has amended the regulations so that S106 agreements must be far
more specific about what schemes and interventions the contribution is required
for. Therefore the council is developing a ‘scheme bank’ or list of potential
schemes for each Ward / Local Committee area for which S106 transport
contributions will be sought where appropriate. The scale of contributions will
normally be determined in accordance with the formula set out in the council’s
Planning Obligations SPD, which is currently undergoing revision.
5.41 Table 5.3 above sets out the current S106 funding that is available for transport
schemes and what it is to be spent on. In most of these cases work is underway to
spend these funds and future revisions of the Delivery Plan will provide an updated
list of S106 transport funds. Funding derived from S106 agreements will be used
to support the council’s Transport Strategy and achieve the objectives and targets
of the STP.
Un-funded and longer term schemes and proposals
5.42 Appendix B sets out a list of potential schemes and proposals that are currently
unfunded by either the three-year LIP programme or other funding sources such
as Section 106 contributions and council capital funds. These schemes include
both strategic, larger scale proposals, many of which require the co-operation and
funding from third parties such as TfL and Network Rail, and smaller scale local
schemes that could be funded through future LIP or S106 funding. These smaller
scale schemes could be brought forward during the period of the LIP should
additional funding become available, such as through Section 106 developer
contributions, and could also form part of future LIP programmes post-2014. This
list is not exhaustive and will be updated regularly as new schemes are identified.
It will be used to assist the council in securing S106 contributions from developers.
TfL’s Proposed Investment on the TLRN
5.43 TfL control three roads in the borough – the A217, the A24 and the A232. TfL’s
proposals for these roads are set out in the TLRN Investment Plan. Schemes that
are identified in Sutton for implementation or commencement in 2011/12 are set
out in Table 5.5 below. The programme for 2012/13 and 2013/14 is not yet
published.
Table 5.5: TLRN Investment Programme 2011/12
Scheme Location
A232 Croydon Road, Beddington
Primary School
Cheam High Street – The
Broadway to St. Dunstan’s Hill
A232 Carshalton Village –
Cambridge Road to Manor Road
A217 Rosehill Roundabout
A232 Gander Green Lane
roundabout
A232 Sutton town centre
gyratory
A217 Glastonbury Road crossing
A232 Acre Lane / Rotherfield
Road
A232 St. Dunstan’s Hill
Borough-wide
High Street, Cheam – Belmont
Rise to Abbotts Road
Description
Puffin Crossing
Category
Walking
Junction improvements
Bus priority
Feasibility study for town centre traffic
improvements
Cycling scheme
Geometry design – cycling scheme
Smoothing
traffic flow
Cycling
Cycling
Provision of improved cycling facilities
in Sutton Town Centre
Junction cycling improvement
Footway widening and provision of
shared use for cyclists
Junction improvements and provision of
ASLs for cyclists
Review and implementation of cycle
route signing on the TLRN
Road safety improvements
Cycling
Cycling
Cycling
Cycling
Cycling
Road
safety
Risk Management
5.44 There are risks associated with any major investment programme and it is
inevitable that there will be unforeseen circumstances in the implementation
process. These risks could be financial e.g. cost over-runs or insufficient funding,
procedural e.g. objections to schemes, or physical e.g. services that need moving
or implementation not matching design. However the council has in place
mechanisms to deal with potential risks and will seek to mitigate these as far as
possible. Potential risks and mitigation measures are set out in Table 5.6 below.
Table 5.6: Risk Management
Risk
Schemes may encounter opposition
from residents and / or not be
approved by the Local Committee
Insufficient funding to complete all
proposed schemes and implement
high quality schemes.
Local Committees and residents may
request schemes that do not
contribute towards achieving LIP
targets.
Unforseen costs e.g. moving
services, or on site problems.
Lack of co-operation / support from
external bodies e.g. utility
companies, Network Rail.
Mitigation Measure
Schemes will be devised in consultation
with the public and Councillors to ensure
there is support for them.
Prioritise schemes according to how well
they meet the borough transport
objectives and implement fewer higher
quality schemes.
Officers will need to make clear that all
schemes must contribute towards the
borough transport objectives and the
MTS goals.
Contingency funding will be incorporated
into all scheme budgets.
Discussions will need to be held and a
way forward sought. If necessary an
alternative scheme will be funded.
- 83 -
Revenue and Maintenance Funding
5.45 All capital investment in new or improved physical infrastructure will require future
revenue investment on maintenance in order to ensure it remains in a safe and
usable condition. Revenue funding for maintenance is not provided by TfL through
the LIP and is not generally available from other external sources, so will need to
be provided by the council’s own revenue funds. New schemes will be added to
the council’s maintenance schedule to ensure adequate maintenance in order to
maintain the value of the capital investment, within the limited budgets available.
There is also a need to ensure adequate maintenance of existing highways,
cycleways, footways and the public realm, including signing, in order to support
the council’s wider transport policies, particularly enabling smarter travel choices.
In view of the council’s reduced and limited budgets, other options for carrying out
some of this maintenance work will need to be considered, such as using
Community Payback workers and community / conservation volunteers.
- 84 -
6.0 PERFORMANCE MONITORING PLAN
Introduction to Indicators and Targets
6.1 In order to determine how effective the LIP has been at achieving both the
borough transport objectives and the higher level goals and objectives of the MTS
it is necessary to monitor the impact of the Delivery Plan against a set of indicators
and targets. The Mayor has set a number of mandatory indicators, in addition to
which boroughs are encouraged to select their own local indicators. Boroughs are
also encouraged to set targets for each of the indicators to provide a means of
measuring progress and demonstrating that the interventions have had a real
impact, although in some cases it may be appropriate to have an indicator without
a target.
6.2 The council has already adopted a number of transport-related indicators and
targets in various strategies, as set out below. These have been adopted as LIP
indicators and targets as far as possible, where they align with the Mayoral and
borough indicators.
One Planet Living Action Plan
•
•
•
•
Reduce residents’ car trips to 40% of total trips by 2016 from a baseline of
52% in 2009
Reduce the percentage of children travelling to school by car by 3% by
2011 (from a baseline of 27.8% in 2006/07)
Reduce CO2 emissions from Sutton Council fleet by 50% by 2017
(baseline to be confirmed)
Less than 10% of council staff commuting as the single occupant of cars
by 2017 (from a baseline of 46% in 2009)
Sutton Strategy 2009-20 / Local Area Agreement
Indicators / targets for 2009/10 and 2010/11:
•
•
•
Reduce pollution (CO2 emissions) in the area (11% reduction by 2010/11
on 2005 baseline of 5 tonnes)
Put plans in place for adapting to climate change (3 plans to be in place by
2010/11)
Reduce the percentage of children traveling to school by car to 24.8% by
2010/11 (from a baseline of 27.8% in 2006/07)
Enabling Smarter Travel Choices
•
•
•
•
A 5-10% reduction in car driver trips (2006 baseline)
Growth in levels of walking, cycling and public transport use, and
increasing satisfaction with these modes
Growth in the amount of time people are engaged in active travel
An increase in trips to school by foot or by bike.
- 85 -
Wallington Integrated Transport Package
6.3 The following indicators and targets have been adopted in order to monitor the
success of the Wallington Integrated Transport Package:
•
•
•
•
•
•
•
•
•
Accident hotspots – to reduce the three year average accidents rate
(2007-2009) by 50% at each specific location 12 months after scheme
completion;
Junction operational capacity (Woodcote Road / Stafford Road / Stanley
Park Road) – an increase in pedestrian footfall of 5% and no significant
increase in stop line delays;
Wallington station activity – 5% increase in pedestrian footfall at each
entrance point 12 months after scheme completion;
Attitudinal analysis – general increase in the number of people with a
positive view of Wallington of 5% year on year, based on questionnaire
responses;
Bus occupancy data – 5% increase in passengers boarding and alighting
in Wallington 12 months after scheme completion;
Traffic flows at ATC on Woodcote Road – 2% reduction in 24-hour daily
flow 12 months after completion of scheme;
Pedal cycle flow on Woodcote Road – 20% increase in 12-hour daily flow
12 months after completion of scheme;
Footfall in Wallington town centre – 5% increase in footfall at survey sites;
Air quality – 5% reduction in average daily mean and 5% reduction in
median value for daily 24-hour mean for each month for NO2 and PM10s.
Borough Indicators and Targets
6.4 Table 6.1 sets out the council’s proposed LIP indicators and targets, including
interim targets. In addition to the mandatory Mayoral indicators the council has
adopted a number of borough indicators to monitor the success of its LIP, as listed
below:
Mandatory Mayoral Indicators
•
•
•
•
•
Mode share
Road traffic casualties
Bus service reliability
Asset condition
CO2 emissions
Additional Borough Indicators
•
•
•
Children travelling to school by car
Traffic and pedestrian flow
Air quality
- 86 -
Table 6.1: Borough LIP Indicators and Targets
Indicator
Target
Baseline
Mode share
Reduce mode share for driver
only residents’ car trips to
46% by 2014 and 40% by
2016
Increase cycling mode share
to 4% by 2014
Increase walking mode share
to 30% by 2014
Increase public transport
mode share to 20% by 2014
Increase mode share for all
non-car travel to 54% by 2014
New DfT / Mayoral targets to
be announced shortly. Likely
to be a 50% reduction in KSIs
by 2017/18
Maintain bus reliability at
2008/09 average 0.9 (mean
excess wait time) or reduce
Reduction in % of principal
road carriageway where
maintenance should be
considered
Mayoral target - 60%
reduction in CO2 emissions
London-wide by 2025.
58% 2006/07 –
2008/09
average
1% in 2009/10
Local target – 17% reduction
in CO2 emissions from ground
based transport in the
borough by 2014
Reduce CO2 emissions from
the council fleet by 50% by
2017
To reduce by 3% by 2014
2008/09 – 121
(kilo-tonnes)
Road traffic
casualties
Bus service
reliability
Asset condition
CO2 emissions
Children
25% in
2009/10
16% in
2009/10
42% in
2009/10
2004-2008
average- 71
2011/12
2012/1
3
2013/1
4
50.75%
55
2008/09
average – 0.9
2014/1
2015/1
2016/1
2021/2
2026/2
2031/3
5
6
7
2
7
2
Trajectory and longer term targets over MTS period
40%
40%
2.5%
2.75%
6%
26.1%
26.5%
32%
18%
20%
22%
49%
49.25%
60%
53
52
0.9
0.9
0.9
2%
2%
101
60
2008/09 – 3%
1990 levels
109
105
tbc
24% in
<50%
21%
20%
travelling to
school by car
2009/10
Indicator
Target
Baseline
Traffic and
pedestrian flow
To be monitored as part of
ITPs and local targets set for
ITP area
NO2 – annual mean not
exceed 40 u/m3 and not more
than 18 occurrences when
hourly mean value > 200 u/
m3
PM10 - annual mean not
exceed 40 u/m3 and no more
than 35 days when daily mean
> 50 u/ m3
n/a
Air quality
2011/12
2012/1
3
2013/1
4
2014/1
5
2015/1
6
2016/1
7
2021/2
2
2026/2
7
2031/3
2
n/a – annual
target
n/a – annual
target
A pro-forma will be added for each target showing the trajectory and setting out more details about how the target will be met. Intermediate
targets to be developed further.
- 88 -
Achieving the Targets
Mode share
6.5 A shift away from car to trips made by more sustainable modes of transport, such
as walking and cycling, will be achieved through a range of interventions that make
these sustainable travel options a more attractive proposition. Measures such as
local area accessibility and walking improvements, development of the borough
cycle network and cycle parking provision will increase the attainability of walking
and cycling targets, while measures to improve access to bus and rail services will
make public transport more attractive. The programme of Integrated Transport
Packages will make sustainable transport more attractive and hopefully lead to a
modal shift.
Road traffic casualties
6.6 The desired reduction in road traffic casualties will be achieved through measures
such as home zones and 20mph zones, installation of new crossings, in addition
to local safety schemes at sites with high accident statistics. Measures will be
targeted at vulnerable road user groups and also at making sustainable transport
safer and more attractive, thus contributing to other targets as well.
Bus service reliability
6.7 Mean excess wait time targets will be met or exceeded by development of bus
priority measures, such as junction improvements and parking restrictions that
help ensure the smooth flow of bus movements.
Asset condition
6.8 This target will be addressed by the planned principal road and structures
maintenance and resurfacing programme.
CO2 emissions
6.9 This target will be addressed through a combination of measures aimed at
reducing use of fossil-fuel powered vehicles, particularly private motor vehicles.
This will include measures to improve sustainable transport, including smarter
travel interventions.
Children travelling to school by car
6.10 The target of reducing the number of children travelling to school by car will be
addressed through the continuation of the council’s Smarter Travel Sutton
approach to promoting sustainable transport through School Travel Plans. Policies
that promote consultation and education in changing travel behaviour will see the
borough working with local schools in the development of school travel
programmes. Engineering interventions will be implemented to provide safer
routes to schools, where appropriate.
Traffic and pedestrian flow
6.11 In some instances, it may be appropriate to adopt the Better Streets approach to
facilitate a more efficient negotiation between different road users, as opposed to
relying on more formal measures that impinge on both the flow of pedestrian and
vehicular flows. This indicator and target will be addressed and monitored through
the Integrated Transport Packages that the council will be implementing in each of
the borough’s District Centres in turn, starting with Wallington.
Air quality
6.12 The same approach will be taken in achieving air quality targets as with CO2
emissions. This target will be addressed through a combination of measures
aimed at reducing use of fossil-fuel powered vehicles, particularly private motor
vehicles. This will include measures to improve sustainable transport, including
smarter travel interventions.
Mayor’s High Level Outputs
6.13 In addition to the mandatory indicators, the Mayor has identified a number of high
level outputs which he expects boroughs to address and report on in their LIPs.
These are set out below:
•
•
•
•
•
•
Cycle parking
Cycle superhighways
Electric vehicle charging points
Better streets
Cleaner local authority fleets
Street trees
Monitoring and Reporting
6.14 Details on how each of these indicators and high level outputs will be monitored
and reported are set out below.
Mayoral Indicators
Mode Share
6.15 This indicator monitors the proportion of personal travel made by each mode of
transport and gives a broad indication of general travel behaviour of households
within a given borough. The proportion of a person’s travel by the following modes
is measured:
•
•
•
•
•
•
•
Foot
Cycle
Powered two-wheeler (motorbike)
Car
Taxi
Bus/coach
Rail / underground / tram
6.16 Where several modes are used for a journey, the one for the longest leg of the
journey is counted as the main mode e.g. walking to the station then catching the
train to London would count as rail.
6.17 TfL will be reporting on this indicator using data from the London Travel Demand
Survey and the data is based on trip origin for a given borough rather than
residence. Data will be reported on a three year average. This may be
supplemented by additional local surveys e.g. for the ITPs.
6.18 Targets are to be set by boroughs for non-car, walking and cycling mode share.
- 90 -
Road Traffic Casualties
6.19 This indicator, which is based on NI47, monitors (1) the total number of people
killed or seriously (KSI) injured in road traffic collisions, and (2) total casualties
including slight injuries. Figures are based on a three-year rolling average and
include TLRN roads within the borough. Data is supplied by TfL based on
statistical returns supplied by the London Road Safety Unit.
6.20 Boroughs are required to set targets for (1) total KSIs and (2) total casualties,
which should be based on the national road safety targets. Revised national
targets are due to be set in 2010.
Bus Service Reliability
6.21 This indicator is based on the Mayor’s priority of improving public transport
reliability, and is based on excess wait time experienced by passengers over and
above what might be expected if the service is on time. The indicator is measured
across the whole route by TfL using iBus data based on a number of
measurement points located within each borough. Only high frequency routes with
five or more buses per hour are measured.
6.22 Targets are to be agreed between boroughs and TfL, based on a sample of four
busy bus routes.
Asset Condition
6.23 This indicator monitors the proportion of the borough’s principal road network
where maintenance should be considered. It is based on NI168, and is a
significant indicator of the state of boroughs’ principal roads. Data is based on
detailed visual inspection surveys carried out by L.B. Hammersmith and Fulham
for each borough, and will be reported by TfL.
6.24 Targets are to be agreed between boroughs and TfL.
CO2 Emissions
6.25 This is a new indicator based on the Mayoral commitment to reduce emissions of
CO2 in London by 60% of 1990 levels by 2025. This indicator will measure CO2
emissions (in tonnes) from ground-based transport per year, based on the GLA’s
London Energy and Greenhouse Gas Emissions Inventory. This indicator relates
to NI186 and will be monitored and reported on by TfL.
6.26 A local target will be agreed between the borough and TfL.
Borough indicators
Children Travelling to School by Car
6.27 This is an additional borough indicator that has been selected by the council to
monitor the impact of its LIP in encouraging sustainable school travel. It will be
monitored through ‘hands up’ and more formal surveys at schools as part of the
school travel planning process, and reported by the council on an annual basis.
- 91 -
6.28 A target has been set by the council as part of its One Planet Action Plan.
Traffic and Pedestrian Flow
6.29 This is an indicator that the council has selected as a means of measuring the
success of its Integrated Transport Packages and will therefore be monitored for
each of the town and district centres in turn when they are the subject of an ITP. At
present this is being monitored for Wallington, where an automatic traffic counter
has been set up on Woodcote Road to measure traffic levels. A pedestrian flow
survey was also carried out in May 2010 and will be repeated after the
implementation of the ITP.
6.30 Local targets have been set as part of the Wallington ITP as set out above and
similar targets will be set for future ITPs. There is no borough-wide target for this
indicator.
Air Quality
6.31 This is a local indicator that has been selected due to the importance of air quality
to public health and the significant contribution that transport makes to it. The
council has a number of air quality monitoring stations that monitor a number of
pollutants in the borough’s air quality management areas.
6.32 Targets for NO2 and PM10s, based on the Government’s National Air Quality
Objectives, have been adopted for the LIP. Data will be reported by the council on
an annual basis.
Adapting to Climate Change
6.33 Addressing climate change is a key priority for the council and this indicator has
been included in the LIP as transport infrastructure needs to become more
resilient to climate change. Sutton’s Strategy has adopted a target to put in place
three plans to combat climate change by 2010/11.
6.34 There is no specific target in the LIP for this indicator, as it is difficult to set specific
targets, but the indicator will be used to monitor the council’s on-going activities in
this area and how they are protecting the transport system from the affects of
climate change. The council will report on this on an annual basis.
Mayor’s High Level Outputs
Cycle Parking
6.35 The Mayor has set London-wide targets for increasing cycle parking and he
expects all boroughs to play a role in achieving these by implementing a
programme of cycle parking. Boroughs are required to identify in their Delivery
Plans how they will contribute towards this target and are required to report on the
number of spaces provided as part of the annual reporting process.
Cycle Superhighways
- 92 -
6.36 The Mayor is implementing twelve cycle superhighways across London to
encourage and facilitate a significant increase in cycling. Boroughs are expected to
demonstrate how they will support this programme on their roads through their
Delivery Plans e.g. through cycle parking, cycle training and smarter travel
initiatives.
Electric Vehicle Charging Points
6.37 The Mayor has set London-wide targets for an increase in the provision of electric
vehicle charging points and expects all boroughs to contribute towards this target,
and demonstrate how they will do this in their LIPs. Boroughs are expected to
report on the number of charging points installed as part of the annual reporting
process.
Better Streets
6.38 This is another of the Mayor’s key priorities, and is defined in more detail
elsewhere in the LIP. Boroughs are required to demonstrate how they will support
the better streets agenda in their Delivery Plans and report annually on guardrail
removal.
Cleaner Local Authority Fleets
6.39 The Mayor expects boroughs to take steps to make their fleets more
environmentally friendly and they are required to report annually on the number
and percentage of their fleet that comply with each of the Euro standards, and the
number of electric vehicles in their fleet.
Street Trees
6.40 The Mayor has placed a high priority on monitoring and increasing the number of
street trees, as these are a significant contributor to better streets and climate
change mitigation. Boroughs are required to include information on the number of
street trees planted and felled as part of the annual reporting process.
- 93 -
APPENDICIES
APPENDIX A
LIST OF CONSULTEES
Statutory
Epsom and Ewell Borough Council
Greater London Authority (GLA)
Metropolitan Police Authority
London Borough of Croydon
London Borough of Merton
London Fire Brigade
London Fire and Emergency Planning Authority
Police Consultative Group
Reigate and Banstead Borough Council
Royal Borough of Kingston upon Thames
Surrey County Council
Sutton Centre for Independent Living and Learning (SCILL)
Transport for London (TfL)
Additional
National
Arriva
British Medical Association
British Transport Police
Department for Communities and Local Government
English Heritage
Environment Agency
First Capital Connect
Friends of the Elderly
Highways Agency
Metrobus
Muslim Cultural & Welfare Association
National Grid
National Trust
Network Rail
Rambler’s Association
Streetcar
Regional
BioRegional
First Capital Connect
Groundwork London
London Buses
London Climate Change Partnership
London Cycling Campaign
London General Transport Services Ltd
- 94 -
London Green Belt Council
London Travel Watch
London Wildlife Trust
Southern Trains
South West Trains
Sutton & East Surrey Water plc
Sutton and Merton Primary Care Trust
Thames Water Property Services
Tram Operations Limited (Tramlink)
Local
Affinity Sutton
Albion Road Residents Association
All Saints Church
Apeldoorn Residents Assocation
Beddington Park Residents Association
BedZED Residents Association Committee
Belmont and South Cheam Residents Association
Benhilton Court Residents Association
Carshalton Beeches Residents Association
Carshalton Boys Sports College
Carshalton College
Carshalton Fields Residents Association
Carshalton High School for Girls
Carshalton on the Hill Residents Association
Cheam Camber of Trade
Christ Church, Sutton
Churchill, Abbotts & Prior Residents Association
Corbet Close Residents Association
Cyclism
Epsom Coaches
Epsom and St Helier NHS Trust
Erskine Village and Benhill Community Association
Friends of Beddington and Grange Parks
Friends of Carshalton Park
Friends of the Grove
Friends of Oak Park
Friends of Old Wallington Hamlet
Friends of Queen Mary’s Park
Friends of Roundshaw Park
Glenthorne High School
Hackbridge Property Unit Trust
Heathdene Area Residents Group
Highfields Residents Association
Kimpton Residents Action Group
Mill Green Residents Association
Mitcham Common Conservators
Moorlands Residents Association
Northern Wards Forum
Oakhill Education Trust
Onslow Gardens Residents Association
Rotary Clubs of Sutton
- 95 -
Roundshaw Community Board
Royal Marsden NHS Foundation
Safer Sutton Partnership Service
Sheen Way Residents Association
South Sutton Neighbourhood Association
South Wallington and District Residents Association
South West Gander Green Association of Residents
Springboard Residents Association
St Barnabas Church
St Christopher’s Church
St Helier Ambulance Station
St Helier NHS Trust
St John the Baptist Church
St Oswold’s Church
St Philomena’s School
St Raphael’s Hospice
St Patrick’s Church
Sutton Centre for the Voluntary Sector
Sutton Chamber
Sutton and Cheam Society
Sutton Christian Centre
Sutton Cycling for Young People
Sutton Environment Network
Sutton Garden Suburb Residents Association
Sutton Group Wildlife Trust
Sutton Housing Partnership
Sutton Living Streets
Sutton MENCAP
Sutton Police Station
Sutton Rail Users’ Forum
Sutton Racial Equality Council
Sutton Seniors Forum
Sutton Town Centre Partnership
Sutton Traveller Forum
Sutton Vineyard Church
Sutton Youth Parliament
The Carshalton Society
Trinity Church
Wallington Baptist Church
Wallington County Grammar School
Wallington High School for Girls
Wallington North and District Residents Association
Wandle Group
Woodcote Avenue Area Residents Association
Woodcote Green Residents Association
Woodstock Road Residents Association
Worcester Park Residents Association
- 96 -
APPENDIX B
LIST OF UN-FUNDNED TRANSPORT SCHEMES AND POTENTIAL MEASURES
B1 – Strategic Schemes
N.B. Most of these schemes, notably public transport improvements and traffic schemes on TLRN (Red) Routes are outside the council’s control and would need
co-operation and funding from third parties. However the council will continue to lobby for these schemes.
Scheme
Tramlink extension to Sutton Town Centre via
Rosehill
Improvements to Sutton Station area including a
new public transport interchange
New road linking Sutton High Street / Mulgrave
Road and Grove Road
Highway schemes to assist the regeneration of
the northern end of Sutton Town Centre
Traffic Management scheme in Carshalton Village
on A232 TLRN road
Extension of London Overground rail service
Details
The council has identified two possible routes, from
Morden and Tooting / Mitcham, both converging at
Rosehill. These routes (London Borough of Sutton
sections) are safeguarded in the LDF Core Strategy
Improvements to bus and rail interchange, and
potentially incorporating a Tramlink interchange on the
South Point site – land safeguarded. Could include
changes to road layout and and public realm
improvements, and opening up of side entrance.
This would divert general traffic away from the section of
the High Street between the station and Grove Road,
allowing for the creation of a public transport / cycle /
pedestrian only corridor. Details are in the draft Sutton
Town Centre Area Action Plan.
New roads adjacent to the High Street between Crown
Road and Burnell Road / Vale Road to allow for partpedestrianisation of that section of the High Street as
part of a regeneration scheme. Details are in the draft
Sutton Town Centre Area Action Plan.
Traffic management scheme, possibly involving
diversion of through traffic along Ruskin Road, to reduce
adverse impact of traffic on the historic Carshalton
Ponds Conservation area, reduce congestion and air
pollution and improve the pedestrian environment of the
High Street
Extension of London Overground from West Croydon to
Sutton and possibly on to Wimbledon and Clapham
Junction / Kingston to form a south outer orbital route
- 97 -
Indicative cost
£60-100m
Timeframe
Post-2017
Short to medium
term
Medium term
Medium term
Short to medium
term
Medium to
longer term
Scheme
Improved frequency and hours of operation on
Thameslink route
Improved frequency and capacity on Southern
services, especially via Hackbridge
Improved service on Epsom Downs Line
New route to London Bridge
Improved services between Sutton and Horsham
/ Guildford to create improved route and
connection options
Station Access improvements
Orbital / express bus improvements
Night bus improvements
Local bus service improvements
Details
Increased frequency of 4 trains per hour on Thameslink
loop line from 2015, when Sutton trains will terminate at
Blackfriars / London Bridge and improved Sunday and
late evening service.
Establish regular 4 train per hour 15-minute stopping
service on Hackbridge line, to bring rail services closer
to tube frequencies
Improve frequency on Epsom Downs line and introduce
Sunday service. Consider converting to shuttle service /
light rail with additional stops.
To compensate for loss of Sutton – London Bridge offpeak service, consider new regular service via Peckham
Rye, opening up connections with South East London
and Kent at Peckham Rye
Improved services to Horsham would improve
connections between Sutton and the south coast, while
improved services to Guildford would improve
connections to Portsmouth and Reading
Creation of step-free access to stations and new access
routes wherever possible
Improvements to X26 orbital express service, including
improved evening frequency and additional stop at
Beddington Plough. New express bus between Sutton
and central London and improved links to places outside
London such as Reigate / Redhill, Epsom, Gatwick
Airport.
Improvements to night buses serving Sutton including
re-instatement of the N213 between Sutton and
Croydon.
Improved local cross-borough bus links between
Worcester Park / Cheam and Carshalton / Wallington,
between North Cheam / Stonecot Hill and St. Helier
Hospital / Wallington and between Cheam and Kimpton
/ Rosehill along A217. Extend S4 east to Purley Way.
Sunday and late evening service on all routes.
- 98 -
Indicative cost
Timeframe
Medium term
Medium term
Medium term
Medium term
Medium term
Short to medium
term
Short to medium
term
Short to medium
term
Short to medium
term
B2 - Borough-wide schemes
Scheme
London Lorry Control Scheme signs borough wide
Borough-wide review and upgrade of directional road
signs
Air quality monitoring and review
Review of all traffic signals in borough
Guard rail removal and de-cluttering
Borough boundary signs
Review of speed limits
Details
Review and amend signs as necessary
Review and amend / improve signage as necessary to ensure
vehicles use appropriate roads and routes
Continue to monitor air quality and implement remedial
measures in Air Quality Action Plan.
Upgrade signal controlled junctions with no pedestrian phase
Remove unnecessary guard rail and footway clutter to
improve the pedestrian environment and public realm
Install new borough boundary signs at all main entry points
into borough where needed.
Review all speed limits in borough and on approach roads
from Surrey to ensure consistency, effectiveness and logic,
and revise where necessary. Consider blanket 20mph limit on
all local access (residential) roads.
Indicative cost
B3 Local Schemes (by Local Committee area)
N.B. List incomplete – to be developed further following consultation. Full details of cycle route schemes will be included in the Borough Cycle Action Plan
Local
Committee
Beddington and
Wallington
Local
Scheme
Details
Indicative
cost
New / improved cycle routes around
Beddington Park and Beddington
Farmlands (proposed Wandle Valley
Regional Park)
Improvements to LCN Route 75 –
Carshalton to Croydon boundary
Improvements to pedestrian and cycle
access to Beddington Industrial Area
Cycle and pedestrian improvements at
key junctions (including on A232 TLRN
e.g. Wallington Green)
Improvements to footpaths, rights of way
and pedestrian crossings/ accessibility
Scheme
Details
Indicative
- 99 -
Committee
St. Helier, The
Wrythe and
Wandle Valley
cost
Improvements to bus stops and bus
priority
Improved / new access routes to
Wallington station
New level access path to Platform 2 at
Hackbridge station
Completion of outstanding / unfinished
Zones & 20mph zones
Bus priority measures – Parkgate Road
(rationalise parking)
Silver Wing industrial estate – access
improvements
Hackbridge traffic management measures
Hackbridge station access improvements
Hackbridge Masterplan transport
measures
Rosehill Integrated Transport Package
Improvements for pedestrians and
cyclists – St. Helier estate and Rosehill
New and improved cycle routes – St.
Helier open space and Poulter Park
Improvements for pedestrians and
cyclists – River Wandle corridor
Improvements for pedestrians and
cyclists around Dale Park
Improvements for pedestrians and
cyclists – Wrythe Green and Carshalton
College access
Convert path alongside Royston Park to
shared use for cyclists
Local
Scheme
Details
Indicative
- 100 -
Committee
Carshalton and
Clockhouse
Local
cost
Improvements to pedestrian, cycle and
public transport access to St. Helier
Hospital
Restrict / control parking on bus routes,
particularly in St. Helier estate, e.g.
Robertsbridge Road and Thornton Road
to smooth traffic / bus flow for buses
Carshalton College / station CPZ
St. Helier Hospital CPZ
Complete unfinished Zones / 20mph
zones / traffic calming
Consider options for Home Zone
Improve bus stops / shelters and
accessibility
Parking and loading review in Rosehill
and local centres
Bus priority measures – Park Hill
(rationalise parking)
Bus priority measures – Ringstead Road
(rationalise parking)
Bus priority measures – Beeches Avenue
(rationalise parking)
Carshalton Beeches station – cycle
parking and access improvements
Carshalton station – access, cycle
parking and bus stop improvements
Shorts Road – West Street footpath –
convert to allow cycling
Junction of Mill Lane / North Street –
raised table and / or cycle facilities
Mill Lane & Wandle cycleway –
improvements for pedestrians and
cyclists
Grove Park – introduce new cycle routes
and improve pedestrian routes
Scheme
Details
Indicative
- 101 -
Committee
Sutton South,
Belmont and
Cheam
Sutton
Local
cost
Carshalton Park - introduce new cycle
routes and improve pedestrian routes
Westmead Road – review traffic islands
and improve safety for cyclists
Clockhouse estate – improve access by
sustainable transport
Oaks Park and Green Belt –
improvements to cycle routes and public
rights of way
Woodmansterne Road – further safety
and traffic calming measures between
Woodmansterne Lane and The Warren
Brighton Road – walking scheme
Sutton station – access improvements
Cheam station - access improvements
Belmont station – access improvements
Sutton and Royal Marsden Hospitals –
sustainable transport access
improvements
Belmont village – parking and bus stop
improvements
Area-wide – cycling and walking
improvements (to be identified)
Cheam Park – recreational walking and
cycling route
Throwley Way / Throwley Road – remove
conflict with turning movements across
bus lane
Throwley Way / Benhill Avenue - remove
conflict with turning movements across
bus lane
Sutton station – access improvements
Scheme
Details
Indicative
- 102 -
Committee
Cheam North
and Worcester
Park
cost
Sutton Common station - access
improvements
West Sutton station – access
improvements (including new bridge from
St. James Road to station)
Sutton town centre – improvements to
pedestrian and cycle access routes within
800m ‘ped-shed’ area
Improvements and extensions to existing
cycle routes
New pedestrian and cycle signing
scheme for Sutton town centre
Bus stop upgrades in Sutton town centre
Improved taxi / minicab facilities in Sutton
town centre
Improve footpaths between A217 and
Alexandra Avenue / Collingwood estate
Increase capacity of bus stand in Priory
Road to accommodate two buses
Re-locate alighting point in Church Hill
road to make it accessible
Central Road – remove parking from bus
stop layby south east of Stone Place
Provide additional bus stop in Central
Road
Convert Pyl Brook path to shared use for
cyclists
Improve footpath from Trafalgar Avenue
to Green lane (and convert to bridleway)
Improve footpaths around Ridge Road /
Kimpton Industrial Park
Improve path across playing fields north
of Green Lane and convert to shared use
Local
Scheme
Details
Indicative
- 103 -
Committee
cost
Improve pedestrian and cycle access to
The Hamptons, including new route along
Green Lane to Lower Morden
Review and modification of parking on ‘S’
hoppa bus routes
Pedestrian, cycle and public realm
improvements at local centres including
Abbots Road / Priory Road and Sutton
Common Road.
Improvements to existing LCN+ route 75
- 104 -
B4. Typical measures for Corridors and Neighbourhoods
Pedestrian / footway improvements
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
New footpaths and cycleways e.g. through open spaces and parks and
to improve permeability and serve desire lines,
Footway resurfacing / repaving,
Improved dropped kerbs at junctions with tactile paving,
Footway widening,
Prioritising the footway over vehicles at driveways and minor access
roads,
Removal and re-positioning of footway clutter and ‘pinch points’ / blind
spots,
Public realm and landscaping improvements (including street trees),
Accessibility improvements e.g. Ramps at steps, dropped kerbs,
Guard rail removal,
Sign rationalisation and improvement,
Improving drainage to avoid ponding / flooding, including at the
roadside and crossings,
Provision of seating and bins,
Street lighting improvements,
Improved crossing points – both formal and informal,
Raised entry treatments at side road junctions,
Pedestrian phases at all signal controlled junctions,
Prevention and removal of footway parking where problematic,
Planting of further street trees and soft landscaping,
Parking restrictions at junctions and dropped kerbs / crossing points’
Improved cleansing and maintenance (revenue funding),
Cutting back overgrowing vegetation (revenue funding).
Cycling improvements
•
•
•
•
•
•
•
•
•
•
•
Off-road and segregated / shared cycle paths,
On-road cycle lanes with priority at junctions including advanced stop
lines,
Contra-flow cycle lanes in one-way streets,
Gaps in road closures,
Parking restrictions in cycle lanes,
Review of pinch points and other danger spots for cyclists,
Measures to assist cyclists at junctions and crossings,
Cycle parking at destinations such as shops and pubs,
Cycle route signing and marking,
Carriageway surface and drainage improvements (revenue funding),
Improved cleansing and maintenance (revenue funding).
- 105 -
Public transport improvements
•
•
•
•
•
•
•
•
Bus lanes and bus priority measures at junctions and traffic signals,
Parking restrictions in bus lanes, around bus stops and at other pinch
points,
Bus cage markings,
Bus stop improvements including accessibility and improved waiting
facilities,
Improved bus stop signing and information,
Station and tram stop access improvements,
Improved taxi facilities outside stations,
Improved integration of bus and rail.
Highway and traffic management
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
‘Home Zones’ and shared space / surfaces,
Traffic management measures to reduce through traffic,
Selective carriageway widening and removal of pinch points,
Revised road layouts e.g. Right turn lanes,
Junction improvements,
Signal linking, retiming and removal,
Road safety measures and speed cameras / flashing signs,
20mph limits and traffic calming measures,
Parking rationalisation and restrictions including CPZs,
Loading bay review and provision,
Signing review and rationalisation,
Street lighting improvements,
Provision of car club bays and electric vehicle charging points,
De-cluttering including guard rail and surplus sign / post removal,
Network management to reduce delays caused by roadworks etc.,
Addressing noise and air pollution’
Maintenance and resurfacing / refreshing road markings (revenue
funding),
- 106 -
APPENDIX C
LOCAL AND REGIONAL POLICY INFLUENCES
Local Policy Influences
Local Development Framework
The Local Development Framework (LDF) sets out the council’s land use planning
policies and strategy which are used to shape and manage future development in the
borough. The location of new development and its relationship to transport provision
are important factors in ensuring the transport impact of new development is
minimised. Therefore the LDF, which consists of several Development Plan
Documents (DPDs) and Supplementary Planning Documents (SPDs), contains
policies and guidance that seeks to ensure that larger trip-generating developments
are located in areas of higher public transport accessibility (generally the town and
district centres) and make appropriate provision for access by sustainable transport,
including securing improvements through planning obligations where appropriate.
Promoting mixed use developments and local centres also remain a key influence on
reducing the need to travel and encouraging the use of sustainable modes.
Smarter Travel Sutton
In 2006 Sutton Council was chosen as the pilot borough in London for a three-year
sustainable travel towns initiative, funded by TfL. This initiative became known as
‘Smarter Travel Sutton’ (STS) and encompassed the whole borough. It was
essentially a travel awareness campaign on a large scale, targeting all borough
households and residents in an effort to reduce congestion and change travel
behaviour. More details on the project and its achievements are set out on page 56.
Towards the end of the STS project the council commissioned JMP consultants to
produce a strategy to ‘lock-in’ the benefits of the project by adopting a longer term
programme of physical works to improve conditions for sustainable transport. This
strategy was adopted in 2009 as Sutton’s new Sustainable Transport Policy and
Action Plan ‘Enabling Smarter Travel Choices’. The core objective of this new policy
is “to enable Sutton residents to make more sustainable travel choices”.
The continuation of the Smarter Travel Sutton initiative remains a key priority for the
council and as such is a major policy influence on the LIP. The primary aim of the
STS initiative is to reduce congestion by encouraging modal shift to more sustainable
travel modes, particularly walking and cycling for local journey. Therefore the focus of
the LIP is on improving conditions for pedestrians and cyclists, and also improving
access to public transport. The primary means by which the council intends to
achieve these aims is by implementing a series of ‘Integrated Transport Packages’ in
each of the borough’s district centres in turn, starting in Wallington. The full
Integrated Transport Packages programme and more details of this new approach
are set out in the Delivery Plan.
One Planet Living
As part of its commitment to addressing environmental issues, the council is aiming
to make Sutton a ‘One Planet Borough’, which means that residents’ lifestyles only
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consume the resources that can be provided sustainably by one planet earth,
compared to the present UK consumption rate of three planets. To assist this aim, in
December 2009 the council published a ‘One Planet Action Plan’ which established a
number of targets to achieve a ‘One Planet borough’. The targets relating to transport
are set out in the previous section and have been incorporated into the LIP targets. A
Transport Action Plan has been produced by the Smarter Travel Sutton section to
address the transport elements of One Planet Living.
Sutton Partnership and Local Area Agreement
The Sutton Partnership is the borough’s Local Strategic Partnership (LSP), set up to
help meet the wide range of challenges our borough faces both now and in the
future.
The Partnership brings together hundreds of local groups and businesses to create
and deliver exciting new strategies to boost economic growth and improve our overall
quality of life. Government advises all local councils take the lead in forming LSPs to
improve public services, deliver sustainable growth, regenerate depressed areas
economically, socially and physically, and most importantly involve a wide range of
people from within the borough in deciding how to achieve those aims.
All councils must lead the production of a Sustainable Communities Strategy for their
area, in consultation with the local community. The Sutton Partnership Board has the
responsibility for the borough to oversee the preparation, implementation and review
of our Sustainable Communities Strategy, entitled the Sutton Strategy. This Strategy
will include the Partnership’s priorities for improving quality of life and creating a
sustainable future in the borough for the next three years and beyond, and has been
used to inform the selection of the borough’s transport objectives.
The Safer Sutton Partnership Board brings together council officers, the police,
health workers, the fire service, probation officers and local magistrates to implement
an ongoing programme of actions aimed at reducing crime across the borough.
Sutton, in partnership with the Metropolitan Police, was the first council in the country
to integrate its community safety staff with local police under a single management
structure. Headed by the police, it brings together everyone involved in community
safety, from both police and the council, to form a single unit for the benefit of local
people.
The Sutton Partnership’s ‘Sutton Strategy 2009-20’ is subtitled ‘Creating a
Sustainable Suburb in London’ and strongly reflects the councils wider ‘One Planet’
and ‘Smarter Travel’ objectives. The three themes of the Strategy are ‘Fairer, Safer,
Greener’. A key element of the vision of the strategy is “to reduce dependency on
private car ownership and provide better choices to travel by public transport, cycling
or as a pedestrian; and clean, safer and green suburban neighbourhoods in which
people are proud to live”. The Action Plan of the Sutton Strategy forms the council’s
Local Area Agreement with the Government.
The Strategy seeks to integrate the full range of council policy areas and ensure they
all work towards the corporate objectives. In relation the transport, this includes such
aims as “having more people engaged in physical exercise, making them healthier
and diverting them from anti-social behaviour” and investing £5m in improvements to
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shared public spaces including Sutton Town Centre, to ensure that the borough
remains an attractive place to live, work and do business. In addition, the Strategy
makes the connection between regeneration and transport, stating that “regeneration
programmes at Roundshaw, Durand Close and Hackbridge will demonstrate cuttingedge place shaping that transforms lives through improved housing, access to
sustainable transport and community facilities.” The Strategy goes on to recognise
the importance of sub-regional partnerships, saying that “we will work with the South
London Partnership and our regional partners to maximise investment in the Sutton
and South London economies”. Under the ‘Greener’ section the need to address the
problems caused by traffic growth is highlighted, together with the need to address
CO2 emissions through reducing energy use and promoting a more sustainable
transport system. A number of national indicators relating to transport have been
chosen to monitor the Strategy, and these are reflected in the STP.
Sutton Plan
The Sutton Plan 2009/10-2011/12 sets out the council’s plans for the three years to
2011/12. The Plan identifies the continuing growth of car traffic as one of the
challenges facing the borough and states the council’s commitment to seeking
improvements to public transport in the borough. The Plan sets out the council’s
overall vision which is to ‘build a community in which all can take part and all can take
pride’. As part of achieving this vision the council wants to reduce dependency on
private car ownership and promote better choices to travel by public transport,
cycling or as a pedestrian; and clean, safer and green suburban neighbourhoods in
which people are proud to live.
The Plan sets out the following nine priorities for the council and, where appropriate,
these are reflected in the objectives and proposals in the LIP:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Ensure the council is efficient and effective
Develop a cleaner greener environment
Create safer communities
Invest in the borough’s children and young people
Value the borough’s older people
Develop active and inclusive communities
Encourage enterprise and employment
Improve health and wellbeing
Improve housing
Older Peoples’ Strategy
The council has also adopted a strategy for older people entitled “A Better Sutton for
Older People”. This Strategy, aimed at improving the well-being of older people in the
borough, contains a section on ‘Transport and the Physical Environment’. The key
issues identified in this section are the need for reliable, accessible and efficient
public transport with drivers being aware of the needs of the elderly; improving travel
information including about special transport services for the elderly; and a wellmaintain and accessible walking environment. Transport is also raised under other
sections, such as ‘Community Safety’ in respect to making bus stops safer and
improving street lighting. An Action Plan sets out how the strategy will be
implemented and there are targets on a number of transport issues such as
accessible bus stops and stations.
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Economic Strategy
The council’s Economic Strategy 2007-2010 identifies a number of challenges for the
future of Sutton’s economy, which in recent years has been declining relative to
neighbouring boroughs and the rest of London. Key issues relating to transport
include the need for communities to be able to access well-paid employment locally;
and the need to provide businesses with modern, flexible premises in a location
which provides access to their markets and a skilled workforce. The Strategy
identifies the benefits of Sutton’s location in terms of access to both London and
Surrey markets by direct road and rail and its close proximity to Gatwick and
Heathrow airports for access to international markets. It identifies the strengths of the
wider South London sub-region and the regeneration opportunities in the Wandle
Valley corridor.
The Strategy highlights a high proportion of outward commuting and an over-reliance
on the road network due to a poor orbital rail service as being particular problems,
and says that significant improvements need to be made to the transport
infrastructure to support economic growth. It identifies the need for a high quality,
integrated public transport system to minimise the need for car use and provide a
real, sustainable, alternative method of travel, including the extension of Tramlink to
Sutton via Rosehill.
Air Quality Action Plan
The council published its first Air Quality Action Plan (AQAP) in 2004, and is currently
preparing a revised version for publication in 2010. The AQAP sets out how the
council is addressing problems of poor air quality in the borough, particularly in areas
that have been declared Air Quality Management Areas under the Environment Act
1995. An annual progress report is also published setting out progress towards
implementing the AQAP. Many of the actions in the plan are transport related and will
be strongly influenced by measures proposed in the STP.
Tree Strategy and Action Plan
Sutton’s Tree Strategy covers trees growing on council-owned land including the
public highway. Sutton has one of the highest densities of trees of all the London
boroughs, including many tree-lined streets which improve air quality and the
streetscape. The Strategy acknowledges the benefits of trees in terms of
environmental and social well-being, as well as their economic benefits. However it
also recognises their problems in terms of maintenance and leaf fall, obstruction to
footways and road signs, and damage to property. Trees can also cause problems
for buses where they over-hang the carriageway. Trees are an important absorber of
CO2 and therefore reduce the impacts of climate change. For this reason planting
more street trees is one of the high level outputs that the Mayor has identified in the
MTS. Sutton is committed to planting more street trees where appropriate to mitigate
the effects of climate change and to enhance the streetscape.
Safer Sutton Partnership
The council and the Metropolitan Police in Sutton work closely together in a unique
partnership to improve community safety in the borough. Both the council and police
carry out regular research and engagement with residents and communities to find
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out about local issues and concerns. They then work closely with other organisations
to address these concerns. This community safety work is co-ordinated by the Safer
Sutton Partnership – council staff and police officers based at Sutton Police Station.
Sutton is one of the safest boroughs in London, with one of the lowest levels of
crime. The partnership’s objective is to work with residents and partner organisations
to provide exceptional community safety services and to make Sutton the safest
borough where residents can enjoy the best quality of life in London.
Council, police, health and other public agencies across the borough have agreed 27
important areas of work with their own ‘priority Indicators’ to improve Sutton as a
place to live, work and enjoy. The Safer Sutton Partnership has four main 'priority
indicators'. These are to:
•
•
•
•
Reduce serious violent crime
Reduce serious acquisitive crime (where criminals 'acquire' items by
committing burglary, theft, shoplifting etc)
Reduce repeat incidents of domestic violence
Address concerns about anti-social behaviour and crime.
The partnership, through the Safer Neighbourhood Teams and Safer Transport
Teams, works closely with the council to reduce fear of crime and anti-social
behaviour on the streets, in parks, on buses and at stations. This includes addressing
motoring offences such as speeding and driving whilst using a mobile phone, so as to
make the roads safer for all users, especially vulnerable road users such as
pedestrians and cyclists.
Regional Policy Influences
Mayor’s Transport Strategy
The Mayor’s Transport Strategy (MTS) is the major policy influence on the STP, as
the purpose of the STP / LIP is to set out how the council will implement the MTS at a
local level. The revised MTS, published in May 2010, sets out the new Mayor’s
vision, goals and proposals for transport in London over the next twenty years.
The Mayor’s transport vision is as follows:
“London’s transport system should excel among those of world cities,
providing access to opportunities for all its people and enterprises, achieving
the highest environmental standards and leading the world in its approach to
tackling urban transport challenges of the 21st century”.
Of particular relevance to Sutton is the increased focus on Outer London in the
revised MTS, which identifies a “need to strengthen the role of Outer London town
centres in London’s economy” and states that the Mayor is “determined to improve
public transport and quality of life in, and to support the economic development of,
Outer London”.
The MTS has six overarching goals under which are a number of challenges and
outcomes that the MTS and LIPs are expected to address and achieve. Section 3.4
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of the STP sets out these challenges and outcomes and how the council is
addressing them.
London Plan
The London Plan is the Mayor’s Spatial Development Strategy for London setting out
his planning policies for the capital. It provides an integrated social, economic and
environmental framework for the future development and land use management of
London over the next 15-20 years. The Plan is strongly linked to improvements to
infrastructure, especially transport. Chapter 3C – Connecting London, Improving
Travel in London – sets out the Mayor’s spatial policies and strategic proposals for
transport in the capital, which are closely related to the MTS. The council’s LDF
transport policies and proposals are consistent with the London Plan.
Sub-Regional Transport Plan
TfL is currently developing a series of Sub-Regional Transport Plans for the five
London sub-regions. An interim report “Developing a Sub-Regional Transport Plan:
Challenges and Opportunities” was published in February 2010 and a draft of the
final plan is expected in September. The interim report identified four major
challenges facing South London and these are set out in Section 3.3 above together
with how TfL and the council intend to address them.
TfL Business Plan and Investment Programme
The TfL Business Plan and Investment Programme sets out TfL’s planned
investment programme of major works up to 2017. It gives boroughs an indication of
proposed funding levels for transport and the strategic transport projects that TfL
intend to fund and implement during the period of the business plan, which guides
boroughs in producing their LIPs.
Recommendations of the Outer London Commission
In recognition of his desire to focus more on the needs of Outer London, the new
Mayor set up the Outer London Commission to:
“Identify the extent to which Outer London has unrealised potential to
contribute to London’s economic success, identify the factors which are
holding it back and recommend policies and proposals for the future
development of Outer London”.
The terms of reference of the Commission were largely economic and employment
related, with no specific mention of transport. However the Commission was tasked
with looking at the infrastructure needs to support economic growth in Outer London
and this encompassed transport. An interim report on the Commission’s findings was
published in May 2010, which made a number of recommendations on transport. In
particular it recommended a ‘star and cluster’ model for transport investment,
focussing on improving radial links into the Outer London town centres and
developing strategic interchanges making the most of existing links. This is reflected
in the council’s Integrated Transport Package approach focussing on the borough’s
town and district centres. Given the shortage of resources over the next few years,
the Commission recommended that the emphasis should be on making the current
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transport system operate more effectively, including improving connectivity and
interchange.
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APPENDIX D
ENABLING SMARTER TRAVEL CHOICES – SUTTON’S SUSTAINABLE
TRANSPORT POLICY AND ACTION PLAN – EXECUTIVE SUMMARY (JUNE 2008)
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APPENDIX E
EQUALITY IMPACT ASSESSMENT
Introduction
The Delivery Actions identified in Chapter 5 have been subject to an Equality Impact
Assessment (EIA), to ensure that they do not discriminate against equality groups and
that equality is promoted whenever possible. The EIA was undertaken in accordance
with advice presented in Equality Impact Assessments- How to do them (TfL, 2004).
No ‘high’ negative impacts were identified and, as such, a full Impact Assessment was
not required.
Initial Screening Assessment Findings
A summary of the main findings of the Initial Screening Assessment is presented below,
focusing on ‘high’ positive impacts and mitigation measures for the draft proposals
identified as having a ‘low’ negative impact.
Objective 1- Ensure that the borough transport network supports the local
economy and meets the current and future needs of the borough
ƒ
No high positive or negative impacts identified.
Objective 2- Reduce the need to travel through effective spatial planning
ƒ
Reducing the need to travel through ensuring new developments are easily
accessible and close to existing facilities will have a high positive impact for older
and disabled people who are mobility impaired, reducing their travel distances
and improving accessibility.
Objective 3- Enhance transport accessibility and opportunity for all
ƒ
Improving the quality of the pedestrian environment and providing step-free
access wherever possible will have a high positive impact for older and disabled
people who are mobility impaired, and those with young children.
Objective 4- Improve the safety and security of all road users, particularly users
of sustainable transport
ƒ
Safety and security improvements will have a ‘high’ positive impact for women,
older persons and those from race and sexual orientation groups traveling alone
at night who may be more vulnerable to attack.
Objective 5- Reduce dependence on the private car and enable smarter travel
choices, particularly by improving and encouraging greater use of sustainable
transport
ƒ
Improving the quality and attractiveness of the cycle and pedestrian environment
and equipping potential users with appropriate skills will have a high positive
impact for those without access to a car or affordable public transport, including
children and those of limited means.
Objective 6- Reduce the harmful effects of transport on health and the
environment and mitigating its impact on climate change
ƒ
Reducing emissions will have a high positive impact on children and older
persons who are generally more prone to respiratory problems.
APPENDIX F
STRATEGIC ENVIRONMENTAL ASSESSMENT
(to be added)
Abbreviations and Acronyms
AAP- Area Action Plan
AQAP- Air Quality Action Plan
AQMA- Air Quality Management Area
CCTV- Closed Circuit Television
CPS- Core Planning Strategy
CPZ- Controlled Parking Zone
DfT- Department for Transport
DPD- Development Plan Document
DSP- Delivery and Servicing Plan
DVICI- Detailed Visual Inspection Condition Index
EU- European Union
EV- Electric Vehicle
GLA- Greater London Authority
HAMP- Highway Asset Management Plan
HGV- Heavy Goods Vehicle
ITP- Integrated Transport Package
KSI- Killed or Seriously Injured
LB- London Borough
LCN- London Cycle Network
LDA- London Development Agency
LDF- Local Development Framework
LEZ- London Emissions Zone
LIP- Local Implementation Plan
LLCS- London Lorry Control Scheme
LoBEG- Local Bridge Engineers Group
LPG- Liquid Petroleum Gas
LTCC- London Traffic Control Centre
MTS- Mayor’s Transport Strategy
ONS- Office for National Statistics
PCT- Primary Care Trust
PTAL- Public Transport Accessibility Level
PTLG- Public Transport Liaison Group
S106- Section 106
SCILL- Sutton Centre for Independent Living & Learning
SPD- Supplementary Planning Document
SRTP- Sub-regional Transport Plan
STP- Sutton Transport Plan
STS- Smarter Travel Sutton
SWELTRAC- South & West London Transport Conference
SWT- South West Trains
RUS- Route Utilisation Strategy
TfL- Transport for London
TLRN- Transport for London Road Network
TOC- Train Operating Company
Glossary
Accessibility The general term for how easy it is for people to get to places, jobs,
homes and services.
Air quality The main air pollutant emissions from ground-based transport are:
ƒ
ƒ
ƒ
Oxides of nitrogen
Particulate matter of varying size fractions, notably PM10 and PM2.5
Carbon dioxide
The Mayor’s Air Quality Strategy considers emissions of these pollutants from all
sources in London, including transport.
Air Quality Management Area An area which a local authority has designated for
action, based upon a prediction that Air Quality Objectives will be exceeded.
Better Streets A street with a minimal amount of visual clutter and obstacles that
encourages a degree of negotiation between road users.
Carbon dioxide (CO2) The primary greenhouse gas emission associated with
transport. Produced through the burning of fossil fuels, either in engines or electricity
generators, to produce power for transport purposes.
Car clubs A car club provides its members with quick and easy access to cars for hire.
Members can make use of car club vehicles as and when they need them.
Delivery and Servicing Plans (DSPs) Travel plans which aim to improve the
sustainability of freight and servicing by working with suppliers, clients and the freight
industry to reduce the number of deliveries required, while ensuring remaining deliveries
are made as safely and as environmentally friendly as possible.
Department for Transport (DfT) The Government department responsible for the UK
transport network.
Greater London Authority The region-wide governing body of London. It consists of a
directly elected executive Mayor of London and an elected 25-member London
Assembly with scrutiny powers.
Heavy goods vehicles (HGVs) Motor vehicles (for example, trucks/ lorries) with a
maximum gross vehicle weight of more than 3.5 tonnes.
London Plan The Mayor of London’s spatial development strategy for London.
London sub-regions While having fuzzy boundaries to encourage cross-boundary
working, London regions are proposed to contain the following boroughs:
ƒ
ƒ
ƒ
Central London region: Cities of London and Westminster, plus the boroughs of
Camden, Islington, Kensington & Chelsea, Lambeth and Southwark
North London region: Boroughs of Barnet, Enfield, Haringey and Waltham Forest
East London region: Boroughs of Barking & Dagenham, Bexley, Greenwich,
Hackney, Havering, Lewisham, Newham, Redbridge and Tower Hamlets
ƒ
ƒ
South London region: Boroughs of Bromley, Croydon, Kingston upon Thames,
Merton, Richmond upon Thames, Sutton and Wandsworth
West London region: Boroughs of Brent, Ealing, Hammersmith & Fulham,
Harrow, Hillingdon and Hounslow
Low Emission Zone (LEZ) The application of charges across Greater London based
on emissions of air pollutants to reduce the amount of harmful vehicular emissions in
the city.
One Planet Living A partnership between Bio-Regional and World Wildlife Fund based
on 10 guiding principals of sustainability. The vision of One Planet Living is a world in
which people everywhere can lead happy, healthy lives within their fair share of the
earth’s resources.
Outer London Includes the boroughs of Barking & Dagenham, Barnet, Bexley, Brent,
Bromley, Croydon, Ealing, Enfield, Haringey, Harrow, Havering, Hillingdon, Hounslow,
Kingston upon Thames, Merton, Newham, Redbridge, Richmond upon Thames, Sutton
and Waltham Forest.
Outer London Commission The Outer London Commission was established by the
Mayor to explore how Outer London can better realise its economic potential, especially
in town centres, as well as identify Opportunity and Intensification Areas and Strategic
Industrial Locations. Its membership includes representatives of business, the
boroughs, the (property) development industry and the voluntary sector.
Public Transport Accessibility Level (PTAL) This is a measure of accessibility to the
public transport network. For any given point in London, PTALs combine walk time to
the network (stations, bus stops) with service wait time at these stops to give an overall
accessibility index. This can be allocated to six accessibility levels with one being poor
and six being excellent.
Smarter travel Programmes of targeted measures to promote sustainable travel,
helping to reduce congestion and crowding and mitigate environmental impacts of
transport.
Spatial Planning Goes beyond traditional land-use planning to bring together and
integrate policies for development and use of land with other policies and programmes
which influence the nature of places and how they function.
Transport for London Road Network (TLRN) Described in the GLA Act 1999 as the
Greater London Authority Road Network. It comprises 580km of London’s red routes
and other important streets.
Train operating companies (TOCs) Businesses operating passenger trains on the
railway system of mainland Great Britain under the collective National Rail brand.
Travel plans Plans promoting and providing guidance on sustainable transport options
for a given location with the aim of promoting sustainable and environmentally friendly
modes.
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Mandatory Pro-formas
(to be added)
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